Coordinated vehicle response system and method for driver behavior

ABSTRACT

Methods of assessing driver behavior include monitoring vehicle systems and driver monitoring systems to accommodate for a slow reaction time, attention lapse and/or alertness of a driver. When it is determined that a driver is drowsy, for example, the response system may modify the operation of one or more vehicle systems. The response system can modify the control of two or more systems simultaneously in response to driver behavior.

This application is a continuation of U.S. application Ser. No.13/843,194 filed on Mar. 15, 2013, now published as U.S Pub. No.2013/0226408, which is a continuation-in-part of U.S. application Ser.No. 13/030,637 filed on Feb. 18, 2011, now issued as U.S. Pat. No.8,698,639, each of which are expressly incorporated herein by reference.

BACKGROUND

The current embodiment relates to motor vehicles and in particular to asystem and method for responding to driver behavior.

Motor vehicles are operated by drivers in various conditions. Lack ofsleep, monotonous road conditions, use of items, or health-relatedconditions can increase the likelihood that a driver may become drowsyor inattentive while driving. Drowsy or inattentive drivers may havedelayed reaction times.

SUMMARY

In one aspect, a method of controlling vehicle systems in a motorvehicle includes receiving information from a first vehicle system,determining a level of drowsiness and detecting a hazard. The methodalso includes modifying the control of the first vehicle system using atleast the level of drowsiness, selecting a second vehicle system that isdifferent from the first vehicle system and modifying the control of thesecond vehicle system using at least the level of drowsiness.

In another aspect, a method of controlling vehicle systems in a motorvehicle includes operating a first vehicle system, where the operationof the first vehicle system includes determining a level of drowsinessassociated with a driver of the motor vehicle, modifying the control ofthe first vehicle system, and submitting information related to thehazard to a second vehicle system. The method also includes operating asecond vehicle system, where the operation of the second vehicle systemincludes determining the level of drowsiness, receiving the informationrelated to the hazard, checking for the hazard and modifying the controlof the second vehicle system.

In another aspect, a motor vehicle includes a first vehicle system and asecond vehicle system in communication with the first vehicle system.The first vehicle system is capable of detecting at least one hazard andthe first vehicle system is configured to determine a level ofdrowsiness for a driver. The second vehicle system is capable ofdetecting at least one hazard and the second vehicle system isconfigured to determine the level of drowsiness for the driver. Theoperation of the first vehicle system can be modified according to thelevel of drowsiness and the operation of the second vehicle system canalso be modified to the level of drowsiness. The second vehicle systemis configured to check for at least one hazard when the first vehiclesystem detects at least one hazard.

Other systems, methods, features and advantages will be, or will become,apparent to one of ordinary skill in the art upon examination of thefollowing figures and detailed description. It is intended that all suchadditional systems, methods, features and advantages be included withinthis description and this summary, be within the scope of theembodiments, and be protected by the following claims.

BRIEF DESCRIPTION OF THE DRAWINGS

The embodiments can be better understood with reference to the followingdrawings and detailed description. The components in the figures are notnecessarily to scale, emphasis instead being placed upon illustratingthe principles of the embodiments. Moreover, in the figures, likereference numerals designate corresponding parts throughout thedifferent views.

FIG. 1 is a schematic view of an embodiment of various components andsystems for a motor vehicle;

FIG. 2 is a schematic view of an embodiment of various different vehiclesystems;

FIG. 3 is a schematic view of an embodiment of various differentautonomic monitoring systems;

FIG. 4 is an embodiment of a process of controlling vehicle systemsaccording to driver behavior;

FIG. 5 is a table showing the impact of a response system on variousvehicle systems;

FIG. 6 is an embodiment of a process of determining a level ofdrowsiness and operating one or more vehicle systems;

FIG. 7 is an embodiment of a process for operating a vehicle systemusing a control parameter;

FIG. 8 is an embodiment of a relationship between body state index and acontrol coefficient;

FIG. 9 is an embodiment of a calculation unit for determining a controlparameter;

FIG. 10 is an embodiment of a relationship between body state index anda vehicle system status;

FIG. 11 is a schematic view of an embodiment of a method of monitoringthe eye movement of a driver to help determine if a driver is drowsy;

FIG. 12 is an embodiment of a process of monitoring eye movement of adriver to determine if the driver is drowsy;

FIG. 13 is a schematic view of an embodiment of a method of monitoringthe head movement of a driver to determine if the driver is drowsy;

FIG. 14 is an embodiment of a process of monitoring the head movement ofa driver to determine if the driver is drowsy;

FIG. 15 is a schematic view of an embodiment of a method of monitoringthe distance between the driver's head and a headrest to determine ifthe driver is drowsy;

FIG. 16 is an embodiment of a process of monitoring the distance betweenthe driver's head and a headrest to determine if the driver is drowsy;

FIG. 17 is a schematic view of an embodiment of a method of monitoringsteering information to determine if a driver is drowsy;

FIG. 18 is an embodiment of a process of monitoring steering informationto determine if a driver is drowsy;

FIG. 19 is a schematic view of an embodiment of a method of monitoringlane departure information to determine if a driver is drowsy;

FIG. 20 is an embodiment of a process of monitoring lane departureinformation to determine if a driver is drowsy;

FIG. 21 is a schematic view of an embodiment of a method of monitoringautonomic nervous system information to determine if a driver is drowsy;

FIG. 22 is an embodiment of a process of monitoring autonomic nervoussystem information to determine if a driver is drowsy;

FIG. 23 is a schematic view of an embodiment of a method of modifyingthe operation of a power steering system when a driver is drowsy;

FIG. 24 is a schematic view of an embodiment of a method of modifyingthe operation of a power steering system when a driver is drowsy;

FIG. 25 is an embodiment of a process of controlling a power steeringsystem when a driver is drowsy;

FIG. 26 is an embodiment of a detailed process for controlling powersteering assistance in response to driver behavior;

FIG. 27 is a schematic view of an embodiment of a method of modifyingthe operation of a climate control system when a driver is drowsy;

FIG. 28 is a schematic view of an embodiment of a method of modifyingthe operation of a climate control system when a driver is drowsy;

FIG. 29 is an embodiment of a process of controlling a climate controlsystem when a driver is drowsy;

FIG. 30 is a schematic view of an embodiment of various provisions thatcan be used to wake a drowsy driver;

FIG. 31 is a schematic view of an embodiment of a method of waking up adrowsy driver using tactile devices, visual devices and audio devices;

FIG. 32 is an embodiment of a process for waking up a drowsy driverusing tactile devices, visual devices and audio devices;

FIG. 33 is a schematic view of an electronic pretensioning system for amotor vehicle;

FIG. 34 is a schematic view of a method of waking up a driver using theelectronic pretensioning system of FIG. 33;

FIG. 35 is an embodiment of a process of controlling an electronicpretensioning system according to driver behavior;

FIG. 36 is a schematic view of an embodiment of a method of operating anantilock braking system when a driver is fully awake;

FIG. 37 is a schematic view of an embodiment of a method of modifyingthe operation of the antilock braking system of FIG. 36 when the driveris drowsy;

FIG. 38 is an embodiment of a process of modifying the operation of anantilock braking system according to driver behavior;

FIG. 39 is an embodiment of a process of modifying the operation of abrake system according to driver behavior;

FIG. 40 is an embodiment of a process of modifying the operation of abrake assist system according to driver behavior;

FIG. 41 is an embodiment of a process for controlling brake assistaccording to driver behavior;

FIG. 42 is an embodiment of a process for determining an activationcoefficient for brake assist;

FIG. 43 is a schematic view of an embodiment of a motor vehicleoperating with an electronic stability control system;

FIG. 44 is a schematic view of an embodiment of a method of modifyingthe operation of the electronic control assist system of FIG. 43 whenthe driver is drowsy;

FIG. 45 is an embodiment of a process of modifying the operation of anelectronic stability control system according to driver behavior;

FIG. 46 is an embodiment of a process for controlling an electronicstability control system in response to driver behavior;

FIG. 47 is an embodiment of a process for setting an activationthreshold for an electronic stability control system;

FIG. 48 is a schematic view of an embodiment of a motor vehicle equippedwith a collision warning system;

FIG. 49 is an embodiment of a process of modifying the control of acollision warning system according to driver behavior;

FIG. 50 is an embodiment of a detailed process of modifying the controlof a collision warning system according to driver behavior;

FIG. 51 is a schematic view of an embodiment of a motor vehicleoperating with an auto cruise control system;

FIG. 52 is a schematic view of an embodiment of a method of modifyingthe control of the auto cruise control system of FIG. 51 according todriver behavior;

FIG. 53 is an embodiment of a process of modifying the control of anauto cruise control system according to driver behavior;

FIG. 54 is an embodiment of a process of modifying operation of anautomatic cruise control system in response to driver behavior;

FIG. 55 is an embodiment of a process of modifying a cruising speed of avehicle according to driver behavior;

FIG. 56 is an embodiment of a process for controlling a low speed followfunction associated with cruise control;

FIG. 57 is a schematic view of an embodiment of a motor vehicleoperating with a lane departure warning system;

FIG. 58 is a schematic view of an embodiment of a method of modifyingthe control of the lane departure warning system of FIG. 57 when thedriver is drowsy;

FIG. 59 is an embodiment of a process of modifying the control of a lanedeparture warning system according to driver behavior;

FIG. 60 is an embodiment of a process of modifying the operation of alane departure warning system in response to driver behavior;

FIG. 61 is an embodiment of a process for setting a road crossingthreshold;

FIG. 62 is an embodiment of a process of modifying the operation of alane keep assist system in response to driver behavior;

FIG. 63 is a schematic view of an embodiment in which a blind spotindicator system is active;

FIG. 64 is a schematic view of an embodiment in which a blind spotindicator system is active and a blind spot monitoring zone is increasedin response to driver behavior;

FIG. 65 is an embodiment of a process of modifying the control of ablind spot indicator system;

FIG. 66 is an embodiment of a process for controlling a blind spotindicator system is response to driver behavior;

FIG. 67 is an embodiment of a process for determining a zone thresholdfor a blind spot indicator system;

FIG. 68 is an embodiment of a chart for selecting warning type accordingto body state index;

FIG. 69 is a schematic view of an embodiment of a collision mitigationbraking system in which no warning is provided when the driver is alert;

FIG. 70 is a schematic view of an embodiment of a collision mitigationbraking system in which a warning is provided when the driver is drowsy;

FIG. 71 is a schematic view of an embodiment of a collision mitigationbraking system in which no automatic seatbelt pretensioning is providedwhen the driver is alert;

FIG. 72 is a schematic view of an embodiment of a collision mitigationbraking system in which automatic seatbelt pretensioning is providedwhen the driver is drowsy;

FIG. 73 is an embodiment of a process for controlling a collisionmitigation braking system in response to driver behavior;

FIG. 74 is an embodiment of a process for setting time to collisionthresholds;

FIG. 75 is an embodiment of a process for operating a collisionmitigation braking system during a first warning stage;

FIG. 76 is an embodiment of a process for operating a collisionmitigation braking system during a second warning stage;

FIG. 77 is an embodiment of a process for operating a navigation systemaccording to driver monitoring;

FIG. 78 is a schematic view of an embodiment of a response systemincluding a central ECU;

FIG. 79 is an embodiment of a process for modifying the operation of oneor more vehicle systems;

FIG. 80 is an embodiment of a process for controlling selected vehiclesystems in response to driver behavior;

FIG. 81 is an embodiment of a process for determining a risk levelassociated with a potential hazard;

FIG. 82 is schematic view of an embodiment of a first vehicle system anda second vehicle system communicating through a network;

FIG. 83 is an embodiment of a process for modifying the control of twovehicle systems;

FIG. 84 is a schematic view of an embodiment of a motor vehicleconfigured with a blind spot indicator system;

FIG. 85 is a schematic view of an embodiment of a motor vehicleconfigured with a blind spot indicator system in which the vehicle isswitching lanes;

FIG. 86 is a schematic view of an embodiment of a motor vehicleconfigured with a blind spot indicator system in which the size of ablind spot warning zone is increased as the driver becomes drowsy;

FIG. 87 is a schematic view of an embodiment of a motor vehicleconfigured with a blind spot indicator system and an electronic powersteering system working in cooperation with the blind spot indicatorsystem;

FIG. 88 is an embodiment of a process for controlling a blind spotindicator system in cooperation with an electronic power steeringsystem;

FIG. 89 is a schematic view of an embodiment of a motor vehicleconfigured with a blind spot indicator system with cross-traffic alertand a brake control system working in cooperation with the blind spotindicator system; and

FIG. 90 is an embodiment of a process for controlling a blind spotindicator system in cooperation with a brake control system.

DETAILED DESCRIPTION

The following detailed description is intended to be exemplary and thoseof ordinary skill in the art will recognize that other embodiments andimplementations are possible within the scope of the embodimentsdescribed herein. The exemplary embodiments are first describedgenerally with respect to the components of a motor vehicle, vehiclesystems and methods for assessing driver behavior and operationalresponse. Presented after the general description are exemplaryimplementations of determining a driver behavior and operationalresponse. Further, embodiments related to assessing driver behavior,operational response and intra-vehicle system communication aredescribed. For organizational purposes, the description is structuredinto sections identified by headings, which are not intended to belimiting.

Referring now to the drawings, wherein the showings are for purposes ofillustrating one or more exemplary embodiments and not for purposes oflimiting the same, FIGS. 1-3 illustrate various environments, andsystems in which one or more embodiments discussed herein can operateand/or include. With reference to FIG. 1, a schematic view of anembodiment of various components for a motor vehicle 100 is illustrated.The term “motor vehicle” as used throughout this detailed descriptionand in the claims refers to any moving vehicle that is capable ofcarrying one or more human occupants and is powered by any form ofenergy. The term “motor vehicle” includes, but is not limited to: cars,trucks, vans, minivans, SUVs, motorcycles, scooters, boats, personalwatercraft, and aircraft.

In some cases, a motor vehicle includes one or more engines. The term“engine” as used throughout the specification and claims refers to anydevice or machine that is capable of converting energy. In some cases,potential energy is converted to kinetic energy. For example, energyconversion can include a situation where the chemical potential energyof a fuel or fuel cell is converted into rotational kinetic energy orwhere electrical potential energy is converted into rotational kineticenergy. Engines can also include provisions for converting kineticenergy into potential energy. For example, some engines includeregenerative braking systems where kinetic energy from a drive train isconverted into potential energy. Engines can also include devices thatconvert solar or nuclear energy into another form of energy. Someexamples of engines include, but are not limited to: internal combustionengines, electric motors, solar energy converters, turbines, nuclearpower plants, and hybrid systems that combine two or more differenttypes of energy conversion processes.

For purposes of clarity, only some components of the motor vehicle 100are shown in the current embodiment. Furthermore, it will be understoodthat in other embodiments some of the components may be optional.Additionally, it will be understood that in other embodiments, any otherarrangements of the components illustrated here can be used for poweringthe motor vehicle 100.

Generally, the motor vehicle 100 may be propelled by any power source.In some embodiments, the motor vehicle 100 may be configured as a hybridvehicle that uses two or more power sources. In other embodiments, themotor vehicle 100 may use a single power source, such as an engine.

In one embodiment, the motor vehicle 100 can include an engine 102.Generally, the number of cylinders in the engine 102 could vary. In somecases, the engine 102 could include six cylinders. In some cases, theengine 102 could be a three cylinder, four cylinder or eight cylinderengine. In still other cases, the engine 102 could have any other numberof cylinders.

In some embodiments, the motor vehicle 100 may include provisions forcommunicating, and in some cases controlling, the various componentsassociated with the engine 102 and/or other systems of the motor vehicle100. In some embodiments, the motor vehicle 100 may include a computeror similar device. In the current embodiment, the motor vehicle 100 mayinclude an electronic control unit 150, hereby referred to as the ECU150. In one embodiment, the ECU 150 may be configured to communicatewith, and/or control, various components of the motor vehicle 100.

The ECU 150 may include a microprocessor, RAM, ROM, and software allserving to monitor and supervise various parameters of the engine, aswell as other components or systems of the motor vehicle 100. Forexample, the ECU 150 is capable of receiving signals from numeroussensors, devices, and systems located in the engine. The output ofvarious devices is sent to the ECU 150 where the device signals may bestored in an electronic storage, such as RAM. Both current andelectronically stored signals may be processed by a central processingunit (CPU) in accordance with software stored in an electronic memory,such as ROM.

ECU 150 may include a number of ports that facilitate the input andoutput of information and power. The term “port” as used throughout thisdetailed description and in the claims refers to any interface or sharedboundary between two conductors. In some cases, ports can facilitate theinsertion and removal of conductors. Examples of these types of portsinclude mechanical connectors. In other cases, ports are interfaces thatgenerally do not provide easy insertion or removal. Examples of thesetypes of ports include soldering or electric traces on circuit boards.

All of the following ports and provisions associated with the ECU 150are optional. Some embodiments may include a given port or provision,while others may exclude it. The following description discloses many ofthe possible ports and provisions that can be used, however, it shouldbe kept in mind that not every port or provision must be used orincluded in a given embodiment.

In some embodiments, the ECU 150 can include provisions forcommunicating and/or controlling various systems associated with theengine 102. In one embodiment, the ECU 150 can include a port 151 forreceiving various kinds of steering information. In some cases, the ECU150 may communicate with an electronic power steering system 160, alsoreferred to as an EPS 160, through the port 151. The EPS 160 maycomprise various components and devices utilized for providing steeringassistance. In some cases, for example, the EPS 160 may include anassist motor as well as other provisions for providing steeringassistance to a driver. In addition, the EPS 160 could be associatedwith various sensors including torque sensors, steering angle sensors aswell as other kinds of sensors. Examples of electronic power steeringsystems are disclosed in Kobayashi, U.S. Pat. No. 7,497,471, filed Feb.27, 2006 as well as Kobayashi, U.S. Pat. No. 7,497,299, filed Feb. 27,2006, the entirety of both being hereby incorporated by reference.

In some embodiments, the ECU 150 can include provisions for receivingvarious kinds of optical information. In one embodiment, the ECU 150 caninclude a port 152 for receiving information from one or more opticalsensing devices, such as an optical sensing device 162. The opticalsensing device 162 could be any kind of optical device including adigital camera, video camera, infrared sensor, laser sensor, as well asany other device capable of detecting optical information. In oneembodiment, the optical sensing device 162 could be a video camera. Inaddition, in some cases, the ECU 150 could include a port 159 forcommunicating with a thermal sensing device 163. The thermal sensingdevice 163 may be configured to detect thermal information. In somecases, the thermal sensing device 163 and the optical sensing device 162could be combined into a single sensor.

Generally, one or more optical sensing devices and/or thermal sensingdevices could be associated with any portion of a motor vehicle. In somecases, an optical sensing device could be mounted to the roof of avehicle cabin. In other cases, an optical sensing device could bemounted in a vehicle dashboard. Moreover, in some cases, multipleoptical sensing devices could be installed inside a motor vehicle toprovide viewpoints of a driver or occupant from multiple differentangles. In one embodiment, the optical sensing device 162 may beinstalled in a portion of the motor vehicle 100 so that the opticalsensing device 162 can capture images of the face and/or head of adriver or occupant. Similarly, the thermal sensing device 163 could belocated in any portion of the motor vehicle 100 including a dashboard,roof or in any other portion. The thermal sensing device 163 may also belocated so as to provide a view of the face and/or head of a driver.

In some embodiments, the ECU 150 can include provisions for receivinginformation about the location of a driver's head. In one embodiment,the ECU 150 can include a port 135 for receiving information related tothe distance between a driver's head and a headrest 137. In some cases,this information can be received from a proximity sensor 134. Theproximity sensor 134 could be any type of sensor configured to detectthe distance between the driver's head and the headrest 137. In somecases, the proximity sensor 134 could be a capacitor. In other cases,the proximity sensor 134 could be a laser sensing device. In still othercases, any other types of proximity sensors known in the art could beused for the proximity sensor 134. Moreover, in other embodiments, theproximity sensor 134 could be used to detect the distance between anypart of the driver and any portion of the motor vehicle 100 including,but not limited to: a headrest, a seat, a steering wheel, a roof orceiling, a driver side door, a dashboard, a central console as well asany other portion of the motor vehicle 100.

In some embodiments, the ECU 150 can include provisions for receivinginformation about the biological state of a driver. For example, the ECU150 could receive information related to the autonomic nervous system(or visceral nervous system) of a driver. In one embodiment, the ECU 150may include a port 153 for receiving information about the state of adriver from a bio-monitoring sensor 164. Examples of differentinformation about a driver that could be received from thebio-monitoring sensor 164 include, but are not limited to: heartinformation, such as, heart rate, blood pressure, blood flow, oxygencontent, etc., brain information, such as, electroencephalogram (EEG)measurements, functional near infrared spectroscopy (fNIRS), functionalmagnetic resonance imaging (fMRI), etc, digestion information,respiration rate information, salivation information, perspirationinformation, pupil dilation information, as well as other kinds ofinformation related to the autonomic nervous system or other biologicalsystems of the driver.

Generally, a bio-monitoring sensor could be disposed in any portion of amotor vehicle. In some cases, a bio-monitoring sensor could be disposedin a location proximate to a driver. For example, in one embodiment, thebio-monitoring sensor 164 could be located within or on the surface of adriver seat 190. In other embodiments, however, the bio-monitoringsensor 164 could be located in any other portion of the motor vehicle100, including, but not limited to: a steering wheel, a headrest, anarmrest, dashboard, rear-view mirror as well as any other location.Moreover, in some cases, the bio-monitoring sensor 164 may be a portablesensor that is worn by a driver, associated with a portable devicelocated in proximity to the driver, such as a smart phone or similardevice or associated with an article of clothing worn by the driver.

In some embodiments, the ECU 150 can include provisions forcommunicating with and/or controlling various visual devices. Visualdevices include any devices that are capable of displaying informationin a visual manner. These devices can include lights (such as dashboardlights, cabin lights, etc.), visual indicators, video screens (such as anavigation screen or touch screen), as well as any other visual devices.In one embodiment, the ECU 150 includes a port 154 for communicatingwith visual devices 166.

In some embodiments, the ECU 150 can include provisions forcommunicating with and/or controlling various audio devices. Audiodevices include any devices that are capable of providing information inan audible manner. These devices can include speakers as well as any ofthe systems associated with speakers such as radios, DVD players, CDplayers, cassette players, MP3 players, navigation systems as well asany other systems that provide audio information. In one embodiment, theECU 150 can include a port 155 for communicating with audio devices 168.Moreover, the audio devices 168 could be speakers in some cases, whilein other cases the audio devices 168 could include any systems that arecapable of providing audio information to speakers that can be heard bya driver.

In some embodiments, the ECU 150 can include provisions forcommunicating with and/or controlling various tactile devices. The term“tactile device” as used throughout this detailed description and in theclaims refers to any device that is capable of delivering tactilestimulation to a driver or occupant. For example, a tactile device caninclude any device that vibrates or otherwise moves in a manner that canbe sensed by a driver. Tactile devices could be disposed in any portionof a vehicle. In some cases, a tactile device could be located in asteering wheel to provide tactile feedback to a driver. In other cases,a tactile device could be located in a vehicle seat, to provide tactilefeedback or to help relax a driver. In one embodiment, ECU the 150 caninclude a port 156 for communicating and/or controlling visual devices170.

In some embodiments, the ECU 150 may include provisions for receivinginput from a user. For example, in some embodiments, the ECU 150 caninclude a port 158 for receiving information from a user input device111. In some cases, the user input device 111 could comprise one or morebuttons, switches, a touch screen, touch pad, dial, pointer or any othertype of input device. For example, in one embodiment, the input device111 could be a keyboard or keypad. In another embodiment, the inputdevice 111 could be a touch screen. In one embodiment, the input device111 could be an ON/OFF switch. In some cases, the input device 111 couldbe used to turn on or off any body state monitoring devices associatedwith the vehicle or driver. For example, in an embodiment where anoptical sensor is used to detect body state information, the inputdevice 111 could be used to switch this type of monitoring on or off. Inembodiments using multiple monitoring devices, the input device 111could be used to simultaneously turn on or off all the different typesof monitoring associated with these monitoring devices. In otherembodiments, the input device 111 could be used to selectively turn onor off some monitoring devices but not others.

In some embodiments, the ECU 150 may include ports for communicatingwith and/or controlling various different engine components or systems.Examples of different engine components or systems include, but are notlimited to: fuel injectors, spark plugs, electronically controlledvalves, a throttle, as well as other systems or components utilized forthe operation of the engine 102.

It will be understood that only some components of the motor vehicle 100are shown in the current embodiment. In other embodiments, additionalcomponents could be included, while some of the components shown herecould be optional. Moreover, the ECU 150 could include additional portsfor communicating with various other systems, sensors or components ofthe motor vehicle 100. As an example, in some cases, the ECU 150 couldbe in electrical communication with various sensors for detectingvarious operating parameters of the motor vehicle 100, including but notlimited to: vehicle speed, vehicle location, yaw rate, lateral g forces,fuel level, fuel composition, various diagnostic parameters as well asany other vehicle operating parameters and/or environmental parameters(such as ambient temperature, pressure, elevation, etc.).

In some embodiments, the ECU 150 can include provisions forcommunicating with and/or controlling various different vehicle systems.Vehicle systems include any automatic or manual systems that may be usedto enhance the driving experience and/or enhance safety. In oneembodiment, the ECU 150 can include a port 157 for communicating withand/or controlling vehicle systems 172. For purposes of illustration, asingle port is shown in the current embodiment for communicating withthe vehicle systems 172. However, it will be understood that in someembodiments, more than one port can be used. For example, in some cases,a separate port may be used for communicating with each separate vehiclesystem of the vehicle systems 172. Moreover, in embodiments where theECU 150 comprises part of the vehicle system, the ECU 150 can includeadditional ports for communicating with and/or controlling variousdifferent components or devices of a vehicle system.

Examples of different vehicle systems 172 are illustrated in FIG. 2. Itshould be understood that the systems shown in FIG. 2 are only intendedto be exemplary and in some cases some other additional systems may beincluded. In other cases, some of the systems may be optional and notincluded in all embodiments.

The motor vehicle 100 can include an electronic stability control system222 (also referred to as ESC system 222). The ESC system 222 can includeprovisions for maintaining the stability of the motor vehicle 100. Insome cases, the ESC system 222 may monitor the yaw rate and/or lateral gacceleration of the motor vehicle 100 to help improve traction andstability. The ESC system 222 may actuate one or more brakesautomatically to help improve traction. An example of an electronicstability control system is disclosed in Ellis et al., U.S. Pat. No.8,423,257, the entirety of which is hereby incorporated by reference. Inone embodiment, the electronic stability control system may be a vehiclestability system.

In some embodiments, the motor vehicle 100 can include an antilock brakesystem 224 (also referred to as an ABS system 224). The ABS system 224can include various different components such as a speed sensor, a pumpfor applying pressure to the brake lines, valves for removing pressurefrom the brake lines, and a controller. In some cases, a dedicated ABScontroller may be used. In other cases, Ser. No. 12/725,587 ECU 150 canfunction as an ABS controller. Examples of antilock braking systems areknown in the art. One example is disclosed in Ingaki, et al., U.S. Pat.No. 6,908,161, filed Nov. 18, 2003, the entirety of which is herebyincorporated by reference. Using the ABS system 224 may help improvetraction in the motor vehicle 100 by preventing the wheels from lockingup during braking.

The motor vehicle 100 can include a brake assist system 226. The brakeassist system 226 may be any system that helps to reduce the forcerequired by a driver to depress a brake pedal. In some cases, the brakeassist system 226 may be activated for older drivers or any otherdrivers who may need assistance with braking. An example of a brakeassist system can be found in Wakabayashi et al., U.S. Pat. No.6,309,029, filed Nov. 17, 1999, the entirety of which is herebyincorporated by reference.

In some embodiments, the motor vehicle 100 can include an automaticbrake prefill system 228 (also referred to as an ABP system 228). TheABP system 228 includes provisions for prefilling one or more brakelines with brake fluid prior to a collision. This may help increase thereaction time of the braking system as the driver depresses the brakepedal. Examples of automatic brake prefill systems are known in the art.One example is disclosed in Bitz, U.S. Pat. No. 7,806,486, filed May 24,2007, the entirety of which is hereby incorporated by reference.

In some embodiments, the motor vehicle 100 can include a low speedfollow system 230 (also referred to as an LSF system 230). The LSFsystem 230 includes provisions for automatically following a precedingvehicle at a set distance or range of distances. This may reduce theneed for the driver to constantly press and depress the accelerationpedal in slow traffic situations. The LSF system 230 may includecomponents for monitoring the relative position of a preceding vehicle(for example, using remote sensing devices such as lidar or radar). Insome cases, the LSF system 230 may include provisions for communicatingwith any preceding vehicles for determining the GPS positions and/orspeeds of the vehicles. Examples of low speed follow systems are knownin the art. One example is disclosed in Arai, U.S. Pat. No. 7,337,056,filed Mar. 23, 2005, the entirety of which is hereby incorporated byreference. Another example is disclosed in Higashimata et al., U.S. Pat.No. 6,292,737, filed May 19, 2000, the entirety of which is herebydisclosed by reference.

The motor vehicle 100 can include a cruise control system 232. Cruisecontrol systems are well known in the art and allow a user to set acruising speed that is automatically maintained by a vehicle controlsystem. For example, while traveling on a highway, a driver may set thecruising speed to 55 mph. The cruise control system 232 may maintain thevehicle speed at approximately 55 mph automatically, until the driverdepresses the brake pedal or otherwise deactivates the cruisingfunction.

The motor vehicle 100 can include a collision warning system 234. Insome cases, the collision warning system 234 may include provisions forwarning a driver of any potential collision threats with one or morevehicles. For example, a collision warning system can warn a driver whenanother vehicle is passing through an intersection as the motor vehicle100 approaches the same intersection. Examples of collision warningsystems are disclosed in Mochizuki, U.S. Pat. No. 8,558,718, filed Sep.20, 2010, and Mochizuki et al., U.S. Pat. No. 8,587,418, the entirety ofboth being hereby incorporated by reference. In one embodiment,collision warning system 234 could be a forward collision warningsystem.

The motor vehicle 100 can include a collision mitigation braking system236 (also referred to as a CMBS 236). The CMBS 236 may includeprovisions for monitoring vehicle operating conditions (including targetvehicles and objects in the environment of the vehicle) andautomatically applying various stages of warning and/or control tomitigate collisions. For example, in some cases, the CMBS 236 maymonitor forward vehicles using a radar or other type of remote sensingdevice. If the motor vehicle 100 gets too close to a forward vehicle,the CMBS 236 could enter a first warning stage. During the first warningstage, a visual and/or audible warning may be provided to warn thedriver. If the motor vehicle 100 continues to get closer to the forwardvehicle, the CMBS 236 could enter a second warning stage. During thesecond warning stage, the CMBS 236 could apply automatic seatbeltpretensioning. In some cases, visual and/or audible warnings couldcontinue throughout the second warning stage. Moreover, in some cases,during the second stage automatic braking could also be activated tohelp reduce the vehicle speed. In some cases, a third stage of operationfor thee CMBS 236 may involve braking the vehicle and tightening aseatbelt automatically in situations where a collision is very likely.An example of such a system is disclosed in Bond, et al., U.S. Pat. No.6,607,255, and filed Jan. 17, 2002, the entirety of which is herebyincorporated by reference. The term collision mitigation braking systemas used throughout this detailed description and in the claims refers toany system that is capable of sensing potential collision threats andproviding various types of warning responses as well as automatedbraking in response to potential collisions.

The motor vehicle 100 can include an auto cruise control system 238(also referred to as an ACC system 238). In some cases, the ACC system238 may include provisions for automatically controlling the vehicle tomaintain a predetermined following distance behind a preceding vehicleor to prevent a vehicle from getting closer than a predetermineddistance to a preceding vehicle. The ACC system 238 may includecomponents for monitoring the relative position of a preceding vehicle(for example, using remote sensing devices such as lidar or radar). Insome cases, the ACC system 238 may include provisions for communicatingwith any preceding vehicles for determining the GPS positions and/orspeeds of the vehicles. An example of an auto cruise control system isdisclosed in Arai et al., U.S. Pat. No. 7,280,903, filed Aug. 31, 2005,the entirety of which is hereby incorporated by reference.

The motor vehicle 100 can include a lane departure warning system 240(also referred to as an LDW system 240). The LDW system 240 maydetermine when a driver is deviating from a lane and provide a warningsignal to alert the driver. Examples of lane departure warning systemscan be found in Tanida et al., U.S. Pat. No. 8,063,754, filed Dec. 17,2007, the entirety of which is hereby incorporated by reference.

The motor vehicle 100 can include a blind spot indicator system 242. Theblind spot indicator system 242 can include provisions for helping tomonitor the blind spot of a driver. In some cases, the blind spotindicator system 242 can include provisions to warn a driver if avehicle is located within a blind spot. Any known systems for detectingobjects traveling around a vehicle can be used.

In some embodiments, the motor vehicle 100 can include a lane keepassist system 244. The lane keep assist system 244 can includeprovisions for helping a driver to stay in the current lane. In somecases, the lane keep assist system 244 can warn a driver if the motorvehicle 100 is unintentionally drifting into another lane. Also, in somecases, the lane keep assist system 244 may provide assisting control tomaintain a vehicle in a predetermined lane. An example of a lane keepassist system is disclosed in Nishikawa et al., U.S. Pat. No. 6,092,619,filed May 7, 1997, the entirety of which is hereby incorporated byreference.

In some embodiments, the motor vehicle 100 could include a navigationsystem 248. The navigation system 248 could be any system capable ofreceiving, sending and/or processing navigation information. The term“navigation information” refers to any information that can be used toassist in determining a location or providing directions to a location.Some examples of navigation information include street addresses, streetnames, street or address numbers, apartment or suite numbers,intersection information, points of interest, parks, any political orgeographical subdivision including town, township, province, prefecture,city, state, district, ZIP or postal code, and country. Navigationinformation can also include commercial information including businessand restaurant names, commercial districts, shopping centers, andparking facilities. In some cases, the navigation system could beintegrated into the motor vehicle. In other cases, the navigation systemcould be a portable or stand-alone navigation system.

The motor vehicle 100 can include a climate control system 250. Theclimate control system 250 may be any type of system used forcontrolling the temperature or other ambient conditions in the motorvehicle 100. In some cases, the climate control system 250 may comprisea heating, ventilation and air conditioning system as well as anelectronic controller for operating the HVAC system. In someembodiments, the climate control system 250 can include a separatededicated controller. In other embodiments, the ECU 150 may function asa controller for the climate control system 250. Any kind of climatecontrol system known in the art may be used.

The motor vehicle 100 can include an electronic pretensioning system 254(also referred to as an EPT system 254). The EPT system 254 may be usedwith a seatbelt for a vehicle. The EPT system 254 can include provisionsfor automatically tightening, or tensioning, the seatbelt. In somecases, the EPT system 254 may automatically pretension the seatbeltprior to a collision. An example of an electronic pretensioning systemis disclosed in Masuda et al., U.S. Pat. No. 6,164,700, filed Apr. 20,1999, the entirety of which is hereby incorporated by reference.

Additionally, the vehicle systems 172 could incorporate an electronicpower steering system 160, visual devices 166, audio devices 168 andtactile devices 170, as well as any other kinds of devices, componentsor systems used with vehicles.

It will be understood that each of these vehicle systems may bestandalone systems or may be integrated with the ECU 150. For example,in some cases, the ECU 150 may operate as a controller for variouscomponents of one or more vehicle systems. In other cases, some systemsmay comprise separate dedicated controllers that communicate with theECU 150 through one or more ports.

FIG. 3 illustrates an embodiment of various autonomic monitoring systemsthat could be associated with the motor vehicle 100. These autonomicmonitoring systems could include one or more bio-monitoring sensors 164.For example, in some embodiments, the motor vehicle 100 could include aheart monitoring system 302. The heart monitoring system 302 couldinclude any devices or systems for monitoring the heart information of adriver. In some cases, the heart monitoring system 302 could includeheart rate sensors 320, blood pressure sensors 322 and oxygen contentsensors 324 as well as any other kinds of sensors for detecting heartinformation and/or cardiovascular information. Moreover, sensors fordetecting heart information could be disposed in any locations withinthe motor vehicle 100. For example, the heart monitoring system 302could include sensors disposed in a steering wheel, seat, armrest orother component that detect the heart information of a driver. The motorvehicle 100 could also include a respiratory monitoring system 304. Therespiratory monitoring system 304 could include any devices or systemsfor monitoring the respiratory function (e.g. breathing) of a driver.For example, the respiratory monitoring system 304 could include sensorsdisposed in a seat for detecting when a driver inhales and exhales. Insome embodiments, the motor vehicle 100 could include a perspirationmonitoring system 306. The perspiration monitoring system 306 mayinclude any devices or systems for sensing perspiration or sweat from adriver. In some embodiments, the motor vehicle 100 could include a pupildilation monitoring system 308 for sensing the amount of pupil dilation,or pupil size, in a driver. In some cases, the pupil dilation monitoringsystem 308 could include one or more optical sensing devices.

Additionally, in some embodiments, the motor vehicle 100 may include abrain monitoring system 310 for monitoring various kinds of braininformation. In some cases, the brain monitoring system 310 couldinclude electroencephalogram (EEG) sensors 330, functional near infraredspectroscopy (fNIRS) sensors 332, functional magnetic resonance imaging(fMRI) sensors 334 as well as other kinds of sensors capable ofdetecting brain information. Such sensors could be located in anyportion of the motor vehicle 100. In some cases, sensors associated withthe brain monitoring system 310 could be disposed in a headrest. Inother cases, sensors could be disposed in the roof of the motor vehicle100. In still other cases, sensors could be disposed in any otherlocations.

In some embodiments, the motor vehicle 100 may include a digestionmonitoring system 312. In other embodiments, the motor vehicle 100 mayinclude a salivation monitoring system 314. In some cases, monitoringdigestion and/or salivation could also help in determining if a driveris drowsy. Sensors for monitoring digestion information and/orsalivation information can be disposed in any portion of a vehicle. Insome cases, sensors could be disposed on a portable device used or wornby a driver.

It will be understood that each of the monitoring systems discussedabove could be associated with one or more sensors or other devices. Insome cases, the sensors could be disposed in one or more portions of themotor vehicle 100. For example, the sensors could be integrated into aseat, door, dashboard, steering wheel, center console, roof or any otherportion of the motor vehicle 100. In other cases, however, the sensorscould be portable sensors worn by a driver, integrated into a portabledevice carried by the driver or integrated into an article of clothingworn by the driver.

For purposes of convenience, various components, alone or incombination, discussed above and shown in FIGS. 1 through 3 may bereferred to herein as a driver behavior response system 199, alsoreferred to simply as a the response system 199. In some cases, theresponse system 199 comprises the ECU 150 as well as one or moresensors, components, devices or systems discussed above. In some cases,the response system 199 may receive input from various devices relatedto the behavior of a driver. In some cases, this information may bereferred to as “monitoring information”. In some cases, monitoringinformation could be received from a monitoring system, which mayinclude any system configured to provide monitoring information such asoptical devices, thermal devices, autonomic monitoring devices as wellas any other kinds of devices, sensors or systems. In some cases,monitoring information could be received directly from a vehicle system,rather than from a system or component designed for monitoring driverbehavior. In some cases, monitoring information could be received fromboth a monitoring system and a vehicle system. The response system 199may use this information to modify the operation of one or more of thevehicle systems 172. Moreover, it will be understood that in differentembodiments, the response system 199 could be used to control any othercomponents or systems utilized for operating the motor vehicle 100.

In particular, the response system 199 can include provisions fordetermining if a driver is drowsy based on biological information,including information related to the autonomic nervous system of thedriver. For example, a response system could detect a drowsy conditionfor a driver by analyzing heart information, breathing rate information,brain information, perspiration information as well as any other kindsof autonomic information.

Assessing Driver Behavior and Operational Reponse

A motor vehicle can include provisions for assessing the behavior of adriver and automatically adjusting the operation of one or more vehiclesystems in response to the behavior. Throughout this specification,drowsiness will be used as the example behavior being assessed; however,it should be understood that any driver behavior could be assessed,including but not limited to drowsy behavior, distracted behavior,impaired behavior and/or generally inattentive behavior. The assessmentand adjustment discussed below may accommodate for the driver's slowerreaction time, attention lapse and/or alertness. For example, insituations where a driver may be drowsy, the motor vehicle can includeprovisions for detecting that the driver is drowsy. Moreover, sincedrowsiness can increase the likelihood of hazardous driving situations,the motor vehicle can include provisions for modifying one or morevehicle systems automatically in order to mitigate against hazardousdriving situations. In one embodiment, a driver behavior response systemcan receive information about the state of a driver and automaticallyadjust the operation of one or more vehicle systems.

The following detailed description discusses a variety of differentmethods for operating vehicle systems in response to driver behavior. Indifferent embodiments, the various different steps of these processesmay be accomplished by one or more different systems, devices orcomponents. In some embodiments, some of the steps could be accomplishedby a response system 199 of a motor vehicle. In some cases, some of thesteps may be accomplished by an the ECU 150 of a motor vehicle. In otherembodiments, some of the steps could be accomplished by other componentsof a motor vehicle, including but not limited to, the vehicle systems172. Moreover, for each process discussed below and illustrated in theFigures it will be understood that in some embodiments one or more ofthe steps could be optional.

FIG. 4 illustrates an embodiment of a process for controlling one ormore vehicle systems in a motor vehicle depending on the state of thedriver. In some embodiments, some of the following steps could beaccomplished by a response system 199 of a motor vehicle. In some cases,some of the following steps may be accomplished by an ECU 150 of a motorvehicle. In other embodiments, some of the following steps could beaccomplished by other components of a motor vehicle, such as vehiclesystems 172. In still other embodiments, some of the following stepscould be accomplished by any combination of systems or components of thevehicle. It will be understood that in some embodiments one or more ofthe following steps may be optional. For purposes of reference, thefollowing method discusses components shown in FIGS. 1 through 3,including the response system 199.

In step 402, the response system 199 may receive monitoring information.In some cases, the monitoring information can be received from one ormore sensors. In other cases, the monitoring information can be receivedfrom one or more autonomic monitoring systems. In still other cases, themonitoring information can be received from one or more vehicle systems.In still other cases, the monitoring information can be received fromany other device of the motor vehicle 100. In still other cases, themonitoring information can be received from any combination of sensors,monitoring systems, vehicles systems or other devices.

In step 404, the response system 199 may determine the driver state. Insome cases, the driver state may be normal or drowsy. In other cases,the driver state may range over three or more states ranging betweennormal and very drowsy (or even asleep). In this step, the responsesystem 199 may use any information received during step 402, includinginformation from any kinds of sensors or systems. For example, in oneembodiment, response system 199 may receive information from an opticalsensing device that indicates the driver has closed his or her eyes fora substantial period of time. Other examples of determining the state ofa driver are discussed in detail below.

In step 406, the response system 199 may determine whether or not thedriver is drowsy. If the driver is not drowsy, the response system 199may proceed back to step 402 to receive additional monitoringinformation. If, however, the driver is drowsy, the response system 199may proceed to step 408. In step 408, the response system 199 mayautomatically modify the control of one or more vehicle systems,including any of the vehicle systems discussed above. By automaticallymodifying the control of one or more vehicle systems, the responsesystem 199 may help to avoid various hazardous situations that can becaused by a drowsy driver.

In some embodiments, a user may not want any vehicle systems modified oradjusted. In these cases, the user may switch an input device 111, or asimilar kind of input device, to the OFF position (see FIG. 1). Thiscould have the effect of turning off all body state monitoring and wouldfurther prevent the response system 199 from modifying the control ofany vehicle systems. Moreover, the response system 199 could bereactivated at any time by switching input device 111 to the ON position(see FIG. 1). In other embodiments, additional switches or buttons couldbe provided to turn on/off individual monitoring systems.

FIG. 5 is a table emphasizing the response system 199 impact on variousvehicle systems due to changes in the driver's behavior, as well as thebenefits to the driver for each change according to one embodiment. Inparticular, column 421 lists the various vehicle systems, which includemany of the vehicle systems 172 discussed above and shown in FIG. 2.Column 422 describes how response system 199 impacts the operation ofeach vehicle system when the driver's behavior is such that the drivermay be distracted, drowsy, less attentive and/or impaired. Column 423describes the benefits for the response system impacts described incolumn 422. Column 424 describes the type of impact performed byresponse system 199 for each vehicle system. In particular, in column424 the impact of response system 199 on each vehicle system isdescribed as either “control” type or “warning” type. The control typeindicates that the operation of a vehicle system is modified by thecontrol system. The warning type indicates that the vehicle system isused to warn or otherwise alert a driver.

As indicated in FIG. 5, upon detecting that a driver is drowsy orotherwise inattentive, the response system 199 may control theelectronic stability control system 222, the anti-lock brake system 224,the brake assist system 226 and the brake pre-fill system 228 in amanner that compensates for the potentially slower reaction time of thedriver. For example, in some cases, response system 199 may operate theelectronic stability system 222 to improve steering precision andenhance stability. In some cases, response system 199 may operate theanti-lock brake system 224 so that the stopping distance is decreased.In some cases, response system 199 may control the brake assist system226 so that an assisted braking force is applied sooner. In some cases,response system 199 may control the brake pre-fill system 228 so thebrake lines are automatically pre-filled with brake fluid when a driveris drowsy. These actions may help to improve the steering precision andbrake responsiveness when a driver is drowsy.

Additionally, upon detecting that a driver is drowsy or otherwiseinattentive, the response system 199 may control the low speed followsystem 230, the cruise control system 232, the collision warning system234, the collision mitigation braking system 236, the auto cruisecontrol system 238, the lane departure warning system 240, the blindspot indicator system 242 and the lane keep assist system 244 to provideprotection due to the driver's lapse of attention. For example, the lowspeed follow system 230, the cruise control system 232 and the lane keepassist system 244 could be disabled when the driver is drowsy to preventunintended use of these systems. Likewise, the collision warning system234, the collision mitigation braking system 236, the lane departurewarning system 240 and the blind spot indicator system 242 could warn adriver sooner about possible potential hazards. In some cases, the autocruise control system 238 could be configured to increase the minimumgap distance between the motor vehicle 100 and the preceding vehicle.

In some embodiments, upon detecting that a driver is drowsy or otherwiseinattentive, the response system 199 may control the electronic powersteering system 160, the visual devices 166, the climate control system250 (such as HVAC), the audio devices 168, the electronic pretensioningsystem 254 for a seatbelt and the tactile devices 170 to supplement thedriver's alertness. For example, the electronic power steering system160 may be controlled to decrease power steering assistance. Thisrequires the driver to apply more effort and can help improve awarenessor alertness. The visual devices 166 and the audio devices 168 may beused to provide visual feedback and audible feedback, respectively. Thetactile devices 170 and the electronic pretensioning system 254 can beused to provide tactile feedback to a driver. Also, the climate controlsystem 250 may be used to change the cabin or driver temperature toeffect the drowsiness of the driver. For example, by changing the cabintemperature the driver may be made more alert.

The various systems listed in FIG. 5 are only intended to be exemplaryand other embodiments could include additional vehicle systems that maybe controlled by the response system 199. Moreover, these systems arenot limited to a single impact or function. Also, these systems are notlimited to a single benefit. Instead, the impacts and benefits listedfor each system are intended as examples. A detailed explanation of thecontrol of many different vehicle systems is discussed in detail belowand shown in the Figures.

A response system can include provisions for determining a level ofdrowsiness for a driver. The term “level of drowsiness” as usedthroughout this detailed description and in the claims refers to anynumerical or other kind of value for distinguishing between two or morestates of drowsiness. For example, in some cases, the level ofdrowsiness may be given as a percentage between 0% and 100%, where 0%refers to a driver that is totally alert and 100% refers to a driverthat is fully drowsy or even asleep. In other cases, the level ofdrowsiness could be a value in the range between 1 and 10. In stillother cases, the level of drowsiness may not be a numerical value, butcould be associated with a given discrete state, such as “not drowsy”,“slightly drowsy”, “drowsy”, “very drowsy” and “extremely drowsy”.Moreover, the level of drowsiness could be a discrete value or acontinuous value. In some cases, the level of drowsiness may beassociated with a body state index, which is discussed in further detailbelow.

FIG. 6 illustrates an embodiment of a process of modifying the operationof a vehicle system according to the level of drowsiness detected. Insome embodiments, some of the following steps could be accomplished by aresponse system 199 of a motor vehicle. In some cases, some of thefollowing steps may be accomplished by an ECU 150 of a motor vehicle. Inother embodiments, some of the following steps could be accomplished byother components of a motor vehicle, such as vehicle systems 172. Instill other embodiments, some of the following steps could beaccomplished by any combination of systems or components of the vehicle.It will be understood that in some embodiments one or more of thefollowing steps may be optional. For purposes of reference, thefollowing method discusses components shown in FIGS. 1 through 3,including the response system 199.

In step 442, response system 199 may receive monitoring information. Insome cases, the monitoring information can be received from one or moresensors. In other cases, the monitoring information can be received fromone or more autonomic monitoring systems. In still other cases, themonitoring information can be received from one or more vehicle systems.In still other cases, the monitoring information can be received fromany other device of the motor vehicle 100. In still other cases, themonitoring information can be received from any combination of sensors,monitoring systems, vehicles systems or other devices.

In step 444, the response system 199 may determine if the driver isdrowsy. If the driver is not drowsy, the response system 199 may returnback to step 442. If the driver is drowsy, the response system 199 mayproceed to step 446. In step 446, the response system 199 may determinethe level of drowsiness. As discussed above, the level of drowsinesscould be represented by a numerical value or could be a discrete statelabeled by a name or variable. In step 448, the response system 199 maymodify the control of one or more vehicle systems according to the levelof drowsiness.

Examples of systems that can be modified according to the level ofdrowsiness include, but are not limited to: the antilock brake system224, the automatic brake prefill system 228, the brake assist system226, the auto cruise control system 238, the electronic stabilitycontrol system 222, the collision warning system 234, the lane keepassist system 244, the blind spot indicator system 242, the electronicpretensioning system 254 and the climate control system 250. Inaddition, the electronic power steering system 160 could be modifiedaccording to the level of drowsiness, as could the visual devices 166,the audio devices 168 and the tactile devices 170. In some embodiments,the timing and/or intensity associated with various warning indicators(visual indicators, audible indicators, haptic indicators, etc.) couldbe modified according to the level of drowsiness. For example, in oneembodiment, the electronic pretensioning system 254 could increase ordecrease the intensity and/or frequency of automatic seatbelt tighteningto warn the driver at a level appropriate for the level of drowsiness.

As an example, when a driver is extremely drowsy, the antilock brakesystem 224 may be modified to achieve a shorter stopping distance thanwhen a driver is somewhat drowsy. As another example, the automaticbrake prefill system 228 could adjust the amount of brake fluiddelivered during a prefill or the timing of the prefill according to thelevel of drowsiness. Likewise, the level of brake assistance provided bythe brake assist system 226 could be varied according to the level ofdrowsiness, with assistance increased with drowsiness. Also, the headwaydistance for the auto cruise control system 238 could be increased withthe level of drowsiness. In addition, the error between the yaw rate andthe steering yaw rate determined by electronic stability control system222 could be decreased in proportion to the level of drowsiness. In somecases, the collision warning system 234 and the lane departure system240 could provide earlier warnings to a drowsy driver, where the timingof the warnings is modified in proportion to the level of drowsiness.Likewise, the detection area size associated with the blind spotindicator system 242 could be varied according to the level ofdrowsiness. In some cases, the strength of a warning pulse generated bythe electronic pretensioning system 254 may vary in proportion to thelevel of drowsiness. Also, the climate control system 250 may vary thenumber of degrees that the temperature is changed according to the levelof drowsiness. Moreover, the brightness of the lights activated by thevisual devices 166 when a driver is drowsy could be varied in proportionto the level of drowsiness. Also, the volume of sound generated by theaudio devices 168 could be varied in proportion to the level ofdrowsiness. In addition, the amount of vibration or tactile stimulationdelivered by the tactile devices 170 could be varied in proportion tothe level of drowsiness. In some cases, the maximum speed at which thelow speed follow system 230 operates could be modified according to thelevel of drowsiness. Likewise, the on/off setting or the maximum speedat which the cruise control system 232 can be set may be modified inproportion to the level of drowsiness. Additionally, the degree of powersteering assistance provided by the electronic power steering system 160could be varied in proportion to the level of drowsiness. Also, thedistance that the collision mitigation braking system begins to brakecan be lengthened or the lane keep assist system could be modified sothat the driver must provide more input to the system.

FIG. 7 illustrates another embodiment of a process of modifying theoperation of a vehicle system according to the level of drowsinessdetected. In some embodiments, some of the following steps could beaccomplished by a response system 199 of a motor vehicle. In some cases,some of the following steps may be accomplished by an ECU 150 of a motorvehicle. In other embodiments, some of the following steps could beaccomplished by other components of a motor vehicle, such as vehiclesystems 172. In still other embodiments, some of the following stepscould be accomplished by any combination of systems or components of thevehicle. It will be understood that in some embodiments one or more ofthe following steps may be optional. For purposes of reference, thefollowing method discusses components shown in FIGS. 1 through 3, theincluding response system 199.

In step 452, the response system 199 may receive monitoring information,as discussed above and with respect to step 442 of FIG. 6. In step 454,the response system 199 can receive any kind of vehicle operatinginformation from one or more vehicle systems. The type of operatinginformation received during step 454 may vary according to the type ofvehicle system involved. For example, if the current process is used foroperating a brake assist system, the operating information received maybe brake pressure, vehicle speed and other operating parameters relatedto a brake assist system. As another example, if the current process isused for operating an electronic stability control system, the operationinformation may include yaw rate, wheel speed information, steeringangle, lateral G, longitudinal G, road friction information as well asany other information used for operating an electronic stability controlsystem.

Next, in step 456, the response system 199 can determine a body stateindex of the driver. The term “body state index” refers to a measure ofthe drowsiness of a driver. In some cases, the body state index could begiven as a numerical value. In other cases, the body state index couldbe given as a non-numerical value. Moreover, the body state index mayrange from values associated with complete alertness to valuesassociated with extreme drowsiness or even a state in which the driveris asleep. In one embodiment, the body state index could take on thevalues 1, 2, 3 and 4, where 1 is the least drowsy and 4 is the mostdrowsy. In another embodiment, the body state index could take on valuesfrom 1-10.

Generally, the body state index of the driver can be determined usingany of the methods discussed throughout this detailed description fordetecting driver behavior as it relates to drowsiness. In particular,the level of drowsiness may be detected by sensing different degrees ofdriver behavior. For example, as discussed below, drowsiness in a drivermay be detected by sensing eyelid movement and/or head movement. In somecases, the degree of eyelid movement (the degree to which the eyes areopen or closed) or the degree of head movement (how tilted the head is)could be used to determine the body state index. In other cases, theautonomic monitoring systems could be used to determine the body stateindex. In still other cases, the vehicle systems could be used todetermine the body state index. For example, the degree of unusualsteering behavior or the degree of lane departures may indicate acertain body state index.

In step 458, the response system 199 may determine a control parameter.The term “control parameter” as used throughout this detaileddescription and in the claims refers to a parameter used by one or morevehicle systems. In some cases, a control parameter may be an operatingparameter that is used to determine if a particular function should beactivated for a given vehicle system. For example, in situations wherean electronic stability control system is used, the control parametermay be a threshold error in the steering yaw rate that is used todetermine if stability control should be activated. As another example,in situations where automatic cruise control is used, the controlparameter may be a parameter used to determine if cruise control shouldbe automatically turned off. Further examples of control parameters arediscussed in detail below and include, but are not limited to: stabilitycontrol activation thresholds, brake assist activation thresholds, blindspot monitoring zone thresholds, time to collision thresholds, roadcrossing thresholds, lane keep assist system status, low speed followstatus, electronic power steering status, auto cruise control status aswell as other control parameters.

In some cases, a control parameter can be determined using vehiclesystem information as well as the body state index determined duringstep 456. In other cases, only the body state index may be used todetermine the control parameter. In still other cases, only the vehicleoperating information may be used to determine the control parameter.Following step 458, during step 460, the response system 199 may operatea vehicle system using the control parameter.

FIGS. 8 and 9 illustrate schematic views of a general method fordetermining a control parameter using the body state index of the driveras well as vehicle operating information. In particular, FIG. 8illustrates a schematic view of how the body state index can be used toretrieve a control coefficient. A control coefficient may be any valueused in determining a control parameter. In some cases, the controlcoefficient varies as a function of body state index and is used as aninput for calculating the control parameter. Examples of controlcoefficients include, but are not limited to: electronic stabilitycontrol system coefficients, brake assist coefficients, blind spot zonewarning coefficients, warning intensity coefficients, forward collisionwarning coefficients, lane departure warning coefficients and lane keepassist coefficients. Some systems may not use a control coefficient todetermine the control parameter. For example, in some cases, the controlparameter can be determined directly from the body state index.

In one embodiment, the value of the control coefficient 470 increasesfrom 0% to 25% as the body state index increases from 1 to 4. In somecases, the control coefficient may serve as a multiplicative factor forincreasing or decreasing the value of a control parameter. For example,in some cases when the body state index is 4, the control coefficientmay be used to increase the value of a control parameter by 25%. Inother embodiments, the control coefficient could vary in any othermanner. In some cases, the control coefficient could vary linearly as afunction of body state index. In other cases, the control coefficientcould vary in a nonlinear manner as a function of body state index. Instill other cases, the control coefficient could vary between two ormore discrete values as a function of body state index.

FIG. 9 illustrates a calculation unit 480 for determining a controlparameter. The calculation unit 480 receives a control coefficient 482and vehicle operating information 484 as inputs. The calculation unit480 outputs the control parameter 486. The vehicle operating information484 can include any information necessary to calculate a controlparameter. For example, in situations where the vehicle system is anelectronic stability control system, the system may receive wheel speedinformation, steering angle information, roadway friction information,as well as other information necessary to calculate a control parameterthat is used to determine when stability control should be activated.Moreover, as discussed above, the control coefficient 482 may bedetermined from the body state index using, for example, a look-uptable. The calculation unit 480 then considers both the vehicleoperating information and the control coefficient 482 in calculating thecontrol parameter 486.

It will be understood that the calculation unit 480 is intended to beany general algorithm or process used to determine one or more controlparameters. In some cases, the calculation unit 480 may be associatedwith the response system 199 and/or the ECU 150. In other cases,however, the calculation unit 480 could be associated with any othersystem or device of the motor vehicle 100, including any of the vehiclesystems discussed previously.

In some embodiments, a control parameter may be associated with a statusor state of a given vehicle system. FIG. 10 illustrates an embodiment ofa general relationship between the body state index of the driver and asystem status 490. The system shown here is general and could beassociated with any vehicle system. For low body state index (1 or 2),the system status 490 is ON. However, if the body state index increasesto 3 or 4 the system status 490 is turned OFF. In still otherembodiments, a control parameter could be set to multiple different“states” according to the body state index. Using this arrangement, thestate of a vehicle system can be modified according the body state indexof a driver.

Detecting Driver Behavior

A response system can include provisions for detecting the state of adriver. In one example, the response system can detect the state of adriver by monitoring the eyes of a driver. FIG. 11 illustrates aschematic view of a scenario in which the response system 199 is capableof monitoring the state or behavior of a driver. Referring to FIG. 11,the ECU 150 may receive information from an optical sensing device 162.In some cases, the optical sensing device 162 may be a video camera thatis mounted in the dashboard of the motor vehicle 100. The informationmay comprise a sequence of images 500 that can be analyzed to determinethe state of driver 502. A first image 510 shows a driver 502 in a fullyawake state, with eyes 520 wide open. However, a second image 512 showsthe driver 502 in a drowsy state, with eyes 520 half open. Finally, athird image 514 shows the driver 502 in a very drowsy state with eyes520 fully closed. In some embodiments, the response system 199 may beconfigured to analyze various images of the driver 502. Morespecifically, the response system 199 may analyze the movement of eyes520 to determine if a driver is in a normal state or a drowsy state.

It will be understood that any type of algorithm known in the art foranalyzing eye movement from images can be used. In particular, any typeof algorithm that can recognize the eyes and determine the position ofthe eyelids between a closed and open position may be used. Examples ofsuch algorithms may include various pattern recognition algorithms knownin the art.

In other embodiments, a thermal sensing device 163 can be used to senseeyelid movement. For example, as the eyelids move between opened andclosed positions, the amount of thermal radiation received at a thermalsensing device 163 may vary. In other words, the thermal sensing device163 can be configured to distinguish between various eyelid positionsbased on variations in the detected temperature of the eyes.

FIG. 12 illustrates an embodiment of a process for detecting drowsinessby monitoring eye movement in the driver. In some embodiments, some ofthe following steps could be accomplished by a response system 199 of amotor vehicle. In some cases, some of the following steps may beaccomplished by an ECU 150 of a motor vehicle. In other embodiments,some of the following steps could be accomplished by other components ofa motor vehicle, such as vehicle systems 172. In still otherembodiments, some of the following steps could be accomplished by anycombination of systems or components of the vehicle. It will beunderstood that in some embodiments one or more of the following stepsmay be optional. For purposes of reference, the following methoddiscusses components shown in FIGS. 1 through 3, including the responsesystem 199.

In step 602, the response system 199 may receive optical/thermalinformation. In some cases, optical information could be received from acamera or from an optical sensing device 162. In other cases, thermalinformation could be received from a thermal sensing device 163. Instill other cases, both optical and thermal information could bereceived from a combination of optical and thermal devices.

In step 604, the response system 199 may analyze eyelid movement. Bydetecting eyelid movement, the response system 199 can determine if theeyes of a driver are open, closed or in a partially closed position. Theeyelid movement can be determined using either optical information orthermal information received during step 602. Moreover, as discussedabove, any type of software or algorithm can be used to determine eyelidmovement from the optical or thermal information. Although the currentembodiment comprises a step of analyzing eyelid movement, in otherembodiments the movement of the eyeballs could also be analyzed.

In step 606, the response system 199 determines the body state index ofthe driver according to the eyelid movement. The body state index mayhave any value. In some cases, the value ranges between 1 and 4, with 1being the least drowsy and 4 being the drowsiest state. In some cases,to determine the body state index the response system 199 determines ifthe eyes are closed or partially closed for extended periods. In orderto distinguish drooping eyelids due to drowsiness from blinking, theresponse system 199 may use a threshold time that the eyelids are closedor partially closed. If the eyes of the driver are closed or partiallyclosed for periods longer than the threshold time, the response system199 may determine that this is due to drowsiness. In such cases, thedriver may be assigned a body state index that is greater than 1 toindicate that the driver is drowsy. Moreover, the response system 199may assign different body state index values for different degrees ofeyelid movement or eyelid closure.

In some embodiments, the response system 199 may determine the bodystate index based on detecting a single instance of prolonged eyelidclosure or partial eyelid closure. Of course, it may also be the casethat the response system 199 analyzes eye movement over an interval oftime and looks at average eye movements.

In a further example, a response system can include provisions fordetecting the state of a driver by monitoring the head of a driver. FIG.13 illustrates a schematic view of a scenario in which the responsesystem 199 is capable of monitoring the state or behavior of a driver.Referring to FIG. 13, the ECU 150 may receive information from anoptical sensing device 162. In some cases, the optical sensing device162 may be a video camera that is mounted in the dashboard of the motorvehicle 100. In other cases, a thermal sensing device could be used. Theinformation may comprise a sequence of images 700 that can be analyzedto determine the state of a driver 702. A first image 710 shows thedriver 702 in a fully awake state, with head 720 in an upright position.However, a second image 712 shows the driver 702 in a drowsy state, withhead 720 leaning forward. Finally, a third image 714 shows the driver702 in a drowsier state with head 720 fully tilted forward. In someembodiments, the response system 199 may be configured to analyzevarious images of the driver 702. More specifically, the response system199 may analyze the movement of head 720 to determine if a driver is ina normal state or a drowsy state.

It will be understood that any type of algorithm known in the art foranalyzing head movement from images can be used. In particular, any typeof algorithm that can recognize the head and determine the position ofthe head may be used. Examples of such algorithms may include variouspattern recognition algorithms known in the art. It is appreciated thatthe response system 199 can recognize other head movements and thedirection of said movements other than those described above, Forexample, in some embodiments, the response system 199 can be configuredto analyze a rotation of the head 720 (e.g., head 720 of driver 702 isturned) and a rotation direction with respect to the driver 702 and thevehicle (i.e., to the left, right, back, forward). Further, thedetection of a rotation and a rotation direction can be used torecognize an eye gaze direction of the driver 702 as is known in theart.

FIG. 14 illustrates an embodiment of a process for detecting drowsinessby monitoring head movement in the driver. In some embodiments, some ofthe following steps could be accomplished by a response system 199 of amotor vehicle. In some cases, some of the following steps may beaccomplished by an ECU 150 of a motor vehicle. In other embodiments,some of the following steps could be accomplished by other components ofa motor vehicle, such as vehicle systems 172. In still otherembodiments, some of the following steps could be accomplished by anycombination of systems or components of the vehicle. It will beunderstood that in some embodiments one or more of the following stepsmay be optional. For purposes of reference, the following methoddiscusses components shown in FIGS. 1 through 3, including the responsesystem 199.

In step 802, the response system 199 may receive optical and/or thermalinformation. In some cases, optical information could be received from acamera or an optical sensing device 162. In other cases, thermalinformation could be received from a thermal sensing device 163. Instill other cases, both optical and thermal information could bereceived from a combination of optical and thermal devices.

In step 804, the response system 199 may analyze head movement. Bydetecting head movement, the response system 199 can determine if adriver is leaning forward. The head movement can be determined usingeither optical information or thermal information received during step802. Moreover, as discussed above, any type of software or algorithm canbe used to determine head movement from the optical or thermalinformation.

In step 806, the response system 199 determines the body state index ofthe driver in response to the detected head movement. For example, insome cases, to determine the body state index of the driver, theresponse system 199 determines if the head is tilted in any directionfor extended periods. In some cases, the response system 199 maydetermine if the head is tilting forward. In some cases, the responsesystem 199 may assign a body state index depending on the level of tiltand/or the time interval over which the head remains tilted. Forexample, if the head is tilted forward for brief periods, the body stateindex may be assigned a value of 2, to indicate that the driver isslightly drowsy. If the head is titled forward for a significant periodof time, the body state index may be assigned a value of 4 to indicatethat the driver is extremely drowsy.

In some embodiments, the response system 199 may determine the bodystate index based on detecting a single instance of a driver tilting hisor her head forward. Of course, it may also be the case that theresponse system 199 analyzes head movement over an interval of time andlooks at average head movements.

In a further example, a response system can include provisions fordetecting the state of a driver by monitoring the relative position ofthe driver's head with respect to a headrest. FIG. 15 illustrates aschematic view of a scenario in which the response system 199 is capableof monitoring the state or behavior of a driver. Referring to FIG. 15,the ECU 150 may receive information from a proximity sensor 134. In somecases, the proximity sensor 134 may be a capacitor. In other cases, theproximity sensor 134 may be a laser based sensor. In still other cases,any other kind of proximity sensor known in the art could be used. Theresponse system 199 may monitor the distance between the driver's headand a headrest 137. In particular, the response system 199 may receiveinformation from a proximity sensor 134 that can be used to determinethe distance between the driver's head and a headrest 137. For example,a first configuration 131 shows a driver 139 in a fully awake state,with a head 138 disposed against headrest 137. However, a secondconfiguration 132 shows the driver 139 in a somewhat drowsy state. Inthis case, the head 138 has moved further away from the headrest 137 asthe driver 139 slumps forward slightly. A third configuration 133 showsdriver 139 in a fully drowsy state. In this case, the head 138 is movedstill further away from the headrest 137 as the driver is furtherslumped over. In some embodiments, the response system 199 may beconfigured to analyze information related to the distance between thedriver's head 138 and the headrest 137. Moreover, the response system199 can analyze head position and/or movement (including tilting,slumping and/or bobbing) to determine if the driver 139 is in a normalstate or a drowsy state.

It will be understood that any type of algorithm known in the art foranalyzing head distance and/or movement from proximity or distanceinformation can be used. In particular, any type of algorithm that candetermine the relative distance between a headrest and the driver's headcan be used. Also, any algorithms for analyzing changes in distance todetermine head motion could also be used. Examples of such algorithmsmay include various pattern recognition algorithms known in the art.

FIG. 16 illustrates an embodiment of a process for detecting drowsinessby monitoring the distance of the driver's head from a headrest. In someembodiments, some of the following steps could be accomplished by theresponse system 199 of a motor vehicle 100. In some cases, some of thefollowing steps may be accomplished by an ECU 150 of a motor vehicle. Inother embodiments, some of the following steps could be accomplished byother components of a motor vehicle, such as vehicle systems 172. Instill other embodiments, some of the following steps could beaccomplished by any combination of systems or components of the vehicle.It will be understood that in some embodiments one or more of thefollowing steps may be optional. For purposes of reference, thefollowing method discusses components shown in FIGS. 1 through 3,including the response system 199.

In step 202, the response system 199 may receive proximity information.In some cases, proximity information could be received from a capacitoror laser based sensor. In other cases, proximity information could bereceived from any other sensor. In step 204, the response system 199 mayanalyze the distance of the head from a headrest. By determining thedistance between the driver's head and the head rest, the responsesystem 199 can determine if a driver is leaning forward. Moreover, byanalyzing head distance over time, the response system 199 can alsodetect motion of the head. The distance of the head from the headrestcan be determined using any type of proximity information receivedduring step 202. Moreover, as discussed above, any type of software oralgorithm can be used to determine the distance of the head and/or headmotion information.

In step 206, the response system 199 determines the body state index ofthe driver in response to the detected head distance and/or head motion.For example, in some cases, to determine the body state index of thedriver, the response system 199 determines if the head is leaning awayfrom the headrest for extended periods. In some cases, the responsesystem 199 may determine if the head is tilting forward. In some cases,the response system 199 may assign a body state index depending on thedistance of the head from the head rest as well as from the timeinterval over which the head is located away from the headrest. Forexample, if the head is located away from the headrest for briefperiods, the body state index may be assigned a value of 2, to indicatethat the driver is slightly drowsy. If the head is located away from theheadrest for a significant period of time, the body state index may beassigned a value of 4 to indicate that the driver is extremely drowsy.It will be understood that in some cases, a system could be configuredso that the alert state of the driver is associated with a predetermineddistance between the head and the headrest. This predetermined distancecould be a factory set value or a value determined by monitoring adriver over time. Then, the body state index may be increased when thedriver's head moves closer to the headrest or further from the headrestwith respect to the predetermined distance. In other words, in somecases the system may recognize that the driver's head may tilt forwardand/or backward as he or she gets drowsy.

In some embodiments, the response system 199 may determine the bodystate index based on detecting a single distance measurement between thedriver's head and a headrest. Of course, it may also be the case thatthe response system 199 analyzes the distance between the driver's headand the headrest over an interval of time and uses average distances todetermine body state index.

In some other embodiments, the response system 199 could detect thedistance between the driver's head and any other reference locationwithin the vehicle. For example, in some cases a proximity sensor couldbe located in a ceiling of the vehicle and the response system 199 maydetect the distance of the driver's head with respect to the location ofthe proximity sensor. In other cases, a proximity sensor could belocated in any other part of the vehicle. Moreover, in otherembodiments, any other portions of a driver could be monitored fordetermining if a driver is drowsy or otherwise alert. For example, instill another embodiment, a proximity sensor could be used in thebackrest of a seat to measure the distance between the backrest and theback of the driver.

In another example, a response system can include provisions fordetecting abnormal steering by a driver for purposes of determining if adriver is drowsy. FIG. 17 illustrates a schematic view of the motorvehicle 100 being operated by a driver 902. In this situation, ECU 150may receive information related to the steering angle or steeringposition as a function of time. In addition, ECU 150 could also receiveinformation about the torque applied to a steering wheel as a functionof time. In some cases, the steering angle information or torqueinformation can be received from an EPS system 160, which may include asteering angle sensor as well as a torque sensor. By analyzing thesteering position or steering torque over time, the response system 199can determine if the steering is inconsistent, which may indicate thatthe driver is drowsy.

FIG. 18 illustrates an embodiment of a process for detecting drowsinessby monitoring the steering behavior of a driver. In some embodiments,some of the following steps could be accomplished by a response system199 of a motor vehicle. In some cases, some of the following steps maybe accomplished by an ECU 150 of a motor vehicle. In other embodiments,some of the following steps could be accomplished by other components ofa motor vehicle, such as vehicle systems 172. In still otherembodiments, some of the following steps could be accomplished by anycombination of systems or components of the vehicle. It will beunderstood that in some embodiments one or more of the following stepsmay be optional. For purposes of reference, the following methoddiscusses components shown in FIGS. 1 through 3, including the responsesystem 199.

In step 1002, the response system 199 may receive steering angleinformation. In some cases, the steering angle information may bereceived from EPS 160 or directly from a steering angle sensor. Next, instep 1004, the response system 199 may analyze the steering angleinformation. In particular, the response system 199 may look forpatterns in the steering angle as a function of time that suggestinconsistent steering, which could indicate a drowsy driver. Any methodof analyzing steering information to determine if the steering isinconsistent can be used. Moreover, in some embodiments, the responsesystem 199 may receive information from lane keep assist system 244 todetermine if a driver is steering the motor vehicle 100 outside of acurrent lane.

In step 1006, the response system 199 may determine the body state indexof the driver based on steering wheel movement. For example, if thesteering wheel movement is inconsistent, the response system 199 mayassign a body state index of 2 or greater to indicate that the driver isdrowsy.

A response system can also include provisions for detecting abnormaldriving behavior by monitoring lane departure information. FIG. 19illustrates a schematic view of an embodiment of the motor vehicle 100being operated by a driver 950. In this situation, ECU 150 may receivelane departure information. In some cases, the lane departureinformation can be received from the LDW system 240. Lane departureinformation could include any kind of information related to theposition of a vehicle relative to one or more lanes, steering behavior,trajectory or any other kind of information. In some cases, the lanedeparture information could be processed information analyzed by the LDWsystem 240 that indicates some kind of lane departure behavior. Byanalyzing the lane departure information, the response system 199 candetermine if the driving behavior is inconsistent, which may indicatethat the driver is drowsy. In some embodiments, whenever the LDW system240 issues a lane departure warning, the response system 199 maydetermine that the driver is drowsy. Moreover, the level of drowsinesscould be determined by the intensity of the warning.

FIG. 20 illustrates an embodiment of a process for detecting drowsinessby monitoring lane departure information. In some embodiments, some ofthe following steps could be accomplished by a response system 199 of amotor vehicle. In some cases, some of the following steps may beaccomplished by an ECU 150 of a motor vehicle. In other embodiments,some of the following steps could be accomplished by other components ofa motor vehicle, such as vehicle systems 172. In still otherembodiments, some of the following steps could be accomplished by anycombination of systems or components of the vehicle. It will beunderstood that in some embodiments one or more of the following stepsmay be optional. For purposes of reference, the following methoddiscusses components shown in FIGS. 1 through 3, including the responsesystem 199.

In step 1020, the response system 199 may receive lane departureinformation. In some cases, the lane departure information may bereceived from the LWD system 240 or directly from some kind of sensor(such as a steering angle sensor, or a relative position sensor). Next,in step 1022, the response system 199 may analyze the lane departureinformation. Any method of analyzing lane departure information can beused.

In step 1024, the response system 199 may determine the body state indexof the driver based on lane departure information. For example, if thevehicle is drifting out of the current lane, the response system 199 mayassign a body state index of 2 or greater to indicate that the driver isdrowsy. Likewise, if the lane departure information is a lane departurewarning from the LDW system 240, the response system 199 may assign abody state index of 2 or greater to indicate that the driver is drowsy.Using this process, the response system 199 can use information from oneor more vehicle systems 172 to help determine if a driver is drowsy.This is possible since drowsiness (or other types of inattentiveness)not only manifest as driver behaviors, but can also cause changes in theoperation of the vehicle, which may be monitored by the various vehiclesystems 172.

FIG. 21 illustrates a schematic view of an embodiment of the motorvehicle 100, in which the response system 199 is capable of detectingrespiratory rate information. In particular, using a bio-monitoringsensor 164, ECU 150 may be able to determine the number of breaths perminute taken by driver 1102. This information can be analyzed todetermine if the measured breaths per minute coincides with a normalstate or a drowsy state. Breaths per minute is given as an example, anyother autonomic information could also be monitored and used todetermine this state.

FIG. 22 illustrates an embodiment of a process for detecting drowsinessby monitoring the autonomic information of a driver. In someembodiments, some of the following steps could be accomplished by aresponse system 199 of a motor vehicle. In some cases, some of thefollowing steps may be accomplished by an ECU 150 of a motor vehicle. Inother embodiments, some of the following steps could be accomplished byother components of a motor vehicle, such as the vehicle systems 172. Instill other embodiments, some of the following steps could beaccomplished by any combination of systems or components of the vehicle.It will be understood that in some embodiments one or more of thefollowing steps may be optional. For purposes of reference, thefollowing method discusses components shown in FIGS. 1 through 3,including the response system 199.

In step 1202, the response system 199 may receive information related tothe autonomic nervous system of the driver. In some cases, theinformation can be received from a sensor. The sensor could beassociated with any portion of the motor vehicle 100 including a seat,armrest or any other portion. Moreover, the sensor could be a portablesensor in some cases.

In step 1204, the response system 199 may analyze the autonomicinformation. Generally, any method of analyzing autonomic information todetermine if a driver is drowsy could be used. It will be understoodthat the method of analyzing the autonomic information may varyaccording to the type of autonomic information being analyzed. In step1206, the response system 199 may determine the body state index of thedriver based on the analysis conducted during step 1204.

It will be understood that the methods discussed above for determiningthe driver behavior (e.g., the driver state, the body state index) of adriver according to eye movement, head movement, steering wheel movementand/or sensing autonomic information are only intended to be exemplaryand in other embodiments any other method of detecting the behavior of adriver, including behaviors associated with drowsiness, could be used.Moreover, it will be understood that in some embodiments multiplemethods for detecting driver behavior to determine a body state indexcould be used simultaneously.

Exemplary Operational Response to Stimulate a Driver

In one embodiment, a response system can include provisions forcontrolling one or more vehicle systems to help wake a drowsy driverbased on the detected driver behavior. For example, a response systemcould control various systems to stimulate a driver in some way(visually, orally, or through movement, for example). A response systemcould also change ambient conditions in a motor vehicle to help wake thedriver and thereby increase the driver's alertness.

FIGS. 23 and 24 illustrate a schematic view of a method of waking adriver by modifying the control of an electronic power steering system.Referring to FIG. 23, a driver 1302 is drowsy. The response system 199may detect that the driver 1302 is drowsy using any of the detectionmethods mentioned previously or through any other detection methods.During normal operation, the EPS system 160 functions to assist a driverin turning a steering wheel 1304. However, in some situations, it may bebeneficial to reduce this assistance. For example, as seen in FIG. 24,by decreasing the power steering assistance, the driver 1302 must putmore effort into turning the steering wheel 1304. This may have theeffect of waking up the driver 1302, since the driver 1302 must nowapply a greater force to turn the steering wheel 1304.

FIG. 25 illustrates an embodiment of a process for controlling powersteering assistance according to the detected level of drowsiness for adriver. In some embodiments, some of the following steps could beaccomplished by a response system 199 of a motor vehicle. In some cases,some of the following steps may be accomplished by an ECU 150 of a motorvehicle. In other embodiments, some of the following steps could beaccomplished by other components of a motor vehicle, such as vehiclesystems 172. In still other embodiments, some of the following stepscould be accomplished by any combination of systems or components of thevehicle. It will be understood that in some embodiments one or more ofthe following steps may be optional. For purposes of reference, thefollowing method discusses components shown in FIGS. 1 through 3,including the response system 199.

In step 1502, the response system 199 may receive drowsinessinformation. In some cases, the drowsiness information includes whethera driver is in a normal state or a drowsy state. Moreover, in somecases, the drowsiness information could include a value indicating thelevel of drowsiness, for example on a scale of 1 to 10, with 1 being theleast drowsy and 10 being the drowsiest.

In step 1504, the response system 199 determines if the driver is drowsybased on the drowsiness information. If the driver is not drowsy, theresponse system 199 returns back to step 1502. If the driver is drowsy,the response system 199 proceeds to step 1506. In step 1506, steeringwheel information may be received. In some cases, the steering wheelinformation can be received from an EPS system 160. In other cases, thesteering wheel information can be received from a steering angle sensoror a steering torque sensor directly.

In step 1508, the response system 199 may determine if the driver isturning the steering wheel. If not, the response system 199 returns tostep 1502. If the driver is turning the steering wheel, the responsesystem 199 proceeds to step 1510 where the power steering assistance isdecreased. It will be understood that in some embodiments, the responsesystem 199 may not check to see if the wheel is being turned beforedecreasing power steering assistance.

FIG. 26 illustrates an embodiment of a detailed process for controllingpower steering assistance to a driver according to a body state index.In step 1520, the response system 199 may receive steering information.The steering information can include any type of information includingsteering angle, steering torque, rotational speed, motor speed as wellas any other steering information related to a steering system and/or apower steering assistance system. In step 1522, the response system 199may provide power steering assistance to a driver. In some cases, theresponse system 199 provides power steering assistance in response to adriver request (for example, when a driver turns on a power steeringfunction). In other cases, the response system 199 automaticallyprovides power steering assistance according to vehicle conditions orother information.

In step 1524, the response system 199 may determine the body state indexof a driver using any of the methods discussed above for determining abody state index. Next, in step 1526, the response system 199 may set apower steering status corresponding to the amount of steering assistanceprovided by the electronic power steering system. For example, in somecases, the power steering status is associated with two states,including a “low” state and a “standard” state. In the “standard” state,power steering assistance is applied at a predetermined levelcorresponding to an amount of power steering assistance that improvesdrivability and helps increase the driving comfort of the user. In the“low” state, less steering assistance is provided, which requiresincreased steering effort by a driver. As indicated by look-up table1540, the power steering status may be selected according to the bodystate index. For example, if the body state index is 1 or 2(corresponding to no drowsiness or slight drowsiness), the powersteering status is set to the standard state. If, however, the bodystate index is 3 or 4 (corresponding to a drowsy condition of thedriver), the power steering status is set to the low state. It will beunderstood that look-up table 1540 is only intended to be exemplary andin other embodiments the relationship between body state index and powersteering status can vary in any manner.

Once the power steering status is set in step 1526, the response system199 proceeds to step 1528. In step 1528, the response system 199determines if the power steering status is set to low. If not, theresponse system 199 may return to step 1520 and continue operating powersteering assistance at the current level. However, if the responsesystem 199 determines that the power steering status is set to low, theresponse system 199 may proceed to step 1530. In step 1530, the responsesystem 199 may ramp down power steering assistance. For example, if thepower steering assistance is supplying a predetermined amount of torqueassistance, the power steering assistance may be varied to reduce theassisting torque. This requires the driver to increase steering effort.For a drowsy driver, the increased effort required to turn the steeringwheel may help increase his or her alertness and improve vehiclehandling.

In some cases, during step 1532, the response system 199 may provide awarning to the driver of the decreased power steering assistance. Forexample, in some cases, a dashboard light reading “power steering off”or “power steering decreased” could be turned on. In other cases, anavigation screen or other display screen associated with the vehiclecould display a message indicating the decreased power steeringassistance. In still other cases, an audible or haptic indicator couldbe used to alert the driver. This helps to inform the driver of thechange in power steering assistance so the driver does not becomeconcerned of a power steering failure.

FIGS. 27 and 28 illustrate schematic views of a method of helping towake a drowsy driver by automatically modifying the operation of aclimate control system. Referring to FIG. 27, a climate control system250 has been set to maintain a temperature of 75 degrees Fahrenheitinside the cabin of the motor vehicle 100 by a driver 1602. This isindicated on display screen 1620. As the response system 199 detectsthat the driver 1602 is becoming drowsy, the response system 199 mayautomatically change the temperature of the climate control system 250.As seen in FIG. 28, the response system 199 automatically adjusts thetemperature to 60 degrees Fahrenheit. As the temperature inside themotor vehicle 100 cools down, the driver 1602 may become less drowsy,which helps the driver 1602 to be more alert while driving. In otherembodiments, the temperature may be increased in order to make thedriver more alert.

FIG. 29 illustrates an embodiment of a process for helping to wake adriver by controlling the temperature in a vehicle. In some embodiments,some of the following steps could be accomplished by a response system199 of a motor vehicle. In some cases, some of the following steps maybe accomplished by an ECU 150 of a motor vehicle. In other embodiments,some of the following steps could be accomplished by other components ofa motor vehicle, such as vehicle systems 172. In still otherembodiments, some of the following steps could be accomplished by anycombination of systems or components of the vehicle. It will beunderstood that in some embodiments one or more of the following stepsmay be optional. For purposes of reference, the following methoddiscusses components shown in FIGS. 1 through 3, including the responsesystem 199.

In step 1802, the response system 199 may receive drowsinessinformation. In step 1804, the response system 199 determines if thedriver is drowsy. If the driver is not drowsy, the response system 199proceeds back to step 1802. If the driver is drowsy, the response system199 proceeds to step 1806. In step 1806, the response system 199automatically adjusts the cabin temperature. In some cases, the responsesystem 199 may lower the cabin temperature by engaging a fan orair-conditioner. However, in some other cases, the response system 199could increase the cabin temperature using a fan or heater. Moreover, itwill be understood that the embodiments are not limited to changingtemperature and in other embodiments other aspects of the in-cabinclimate could be changed, including airflow, humidity, pressure or otherambient conditions. For example, in some cases, a response system couldautomatically increase the airflow into the cabin, which may stimulatethe driver and help reduce drowsiness.

FIGS. 30 and 31 illustrate schematic views of methods of alerting adrowsy driver using visual, audible and tactile feedback for a driver.Referring to FIG. 30, a driver 1902 is drowsy as the motor vehicle 100is moving. Once the response system 199 detects this drowsy state, theresponse system 199 may activate one or more feedback mechanisms to helpwake the driver 1902. Referring to FIG. 31, three different methods ofwaking a driver are shown. In particular, the response system 199 maycontrol one or more of the tactile devices 170. Examples of tactiledevices include vibrating devices (such as a vibrating seat or massagingseat) or devices whose surface properties can be modified (for example,by heating or cooling or by adjusting the rigidity of a surface). In oneembodiment, the response system 199 may operate the driver seat 190 toshake or vibrate. This may have the effect of waking the driver 1902. Inother cases, steering wheel 2002 could be made to vibrate or shake. Inaddition, in some cases, the response system 199 could activate one ormore lights or other visual indicators. For example, in one embodiment,a warning may be displayed on display screen 2004. In one example, thewarning may be “Wake!” and may include a brightly lit screen to catchthe driver's attention. In other cases, overhead lights or other visualindicators could be turned on to help wake the driver. In someembodiments, the response system 199 could generate various soundsthrough speakers 2010. For example, in some cases, the response system199 could activate a radio, CD player, MP3 player or other audio deviceto play music or other sounds through the speakers 2010. In other cases,the response system 199 could play various recordings stored in memory,such as voices that tell a driver to wake.

FIG. 32 illustrates an embodiment of a process for waking up a driverusing various visual, audible and tactile stimuli. In some embodiments,some of the following steps could be accomplished by a response system199 of a motor vehicle. In some cases, some of the following steps maybe accomplished by an ECU 150 of a motor vehicle. In other embodiments,some of the following steps could be accomplished by other components ofa motor vehicle, such as vehicle systems 172. In still otherembodiments, some of the following steps could be accomplished by anycombination of systems or components of the vehicle. It will beunderstood that in some embodiments one or more of the following stepsmay be optional. For purposes of reference, the following methoddiscusses components shown in FIGS. 1 through 3, including the responsesystem 199.

In step 2102, the response system 199 may receive drowsinessinformation. In step 2104, the response system 199 determines if thedriver is drowsy. If the driver is not drowsy, the response system 199returns to step 2102. Otherwise, the response system 199 proceeds tostep 2106. In step 2106, the response system 199 may provide tactilestimuli to the driver. For example, the response system 199 couldcontrol a seat or other portion of the motor vehicle 100 to shake and/orvibrate (for example, a steering wheel). In other cases, the responsesystem 199 could vary the rigidity of a seat or other surface in themotor vehicle 100.

In step 2108, the response system 199 may turn on one or more lights orindicators. The lights could be any lights associated with the motorvehicle 100 including dashboard lights, roof lights or any other lights.In some cases, the response system 199 may provide a brightly litmessage or background on a display screen, such as a navigation systemdisplay screen or climate control display screen. In step 2110, theresponse system 199 may generate various sounds using speakers in themotor vehicle 100. The sounds could be spoken words, music, alarms orany other kinds of sounds. Moreover, the volume level of the soundscould be chosen to ensure the driver is put in an alert state by thesounds, but not so loud as to cause great discomfort to the driver.

A response system can include provisions for controlling a seatbeltsystem to help wake a driver. In some cases, a response system cancontrol an electronic pretensioning system for a seatbelt to provide awarning pulse to a driver.

FIGS. 33 and 34 illustrate schematic views of an embodiment of aresponse system controlling an electronic pretensioning system for aseatbelt. Referring to FIGS. 33 and 34, as a driver 2202 begins to feeldrowsy, the response system 199 may automatically control EPT system 254to provide a warning pulse to the driver 2202. In particular, a seatbelt2210 may be initially loose as seen in FIG. 33, but as the driver 2202gets drowsy, the seatbelt 2210 is pulled taut against the driver 2202for a moment as seen in FIG. 34. This momentary tightening serves as awarning pulse that helps to wake the driver 2202.

FIG. 35 illustrates an embodiment of a process for controlling the EPTsystem 254. During step 2402, the response system 199 receivesdrowsiness information. During step 2404, the response system 199determines if the driver is drowsy. If the driver is not drowsy, theresponse system 199 returns to step 2402. If the driver is drowsy, theresponse system 199 proceeds to step 2406 where a warning pulse is sent.In particular, the seatbelt may be tightened to help wake or alert thedriver.

Exemplary Operational Response of Other Vehicle Systems

In addition to controlling various vehicle systems to stimulate adriver, a motor vehicle can also include other provisions forcontrolling various vehicle systems (e.g., the vehicle systems in FIG.2) based on the driver behavior. The methods and systems for controllingvarious vehicle systems discussed herein are exemplary and it isunderstood that other modifications to other vehicle systems arecontemplated.

For example, a motor vehicle can include provisions for adjustingvarious brake control systems according to the behavior of a driver. Forexample, a response system can modify the control of antilock brakes,brake assist, brake prefill as well as other braking systems when adriver is drowsy. This arrangement helps to increase the effectivenessof the braking system in hazardous driving situations that may resultwhen a driver is drowsy.

FIGS. 36 and 37 illustrate schematic views of the operation of anantilock braking system. Referring to FIG. 36, when a driver 2502 isfully awake, the ABS system 224 may be associated with a first stoppingdistance 2520. In particular, for a particular initial speed 2540, as adriver 2502 depresses brake pedal 2530, the motor vehicle 100 may travelto the first stopping distance 2520 before coming to a complete stop.Thus, the first stopping distance 2520 may be the result of variousoperating parameters of the ABS system 224.

Referring now to FIG. 37, as the driver 2502 becomes drowsy, theresponse system 199 may modify the control of the ABS system 224. Inparticular, in some cases, one or more operating parameters of the ABSsystem 224 may be changed to decrease the stopping distance. In thiscase, as the driver 2502 depresses a brake pedal 2530, the motor vehicle100 may travel to a second stopping distance 2620 before coming to acomplete stop. In one embodiment, the second stopping distance 2620 maybe substantially shorter than the first stopping distance 2520. In otherwords, the stopping distance may be decreased when the driver 2502 isdrowsy. Since a drowsy driver may engage the brake pedal later due to areduced awareness, the ability of the response system 199 to decreasethe stopping distance may help compensate for the reduced reaction timeof the driver. In another embodiment, if the vehicle is on a slipperysurface the reduction in stopping may not occur and instead tactilefeedback may be applied through the brake pedal.

FIG. 38 illustrates an embodiment of a process for modifying the controlof an antilock braking system according to the behavior of a driver. Insome embodiments, some of the following steps could be accomplished by aresponse system 199 of a motor vehicle. In some cases, some of thefollowing steps may be accomplished by an ECU 150 of a motor vehicle. Inother embodiments, some of the following steps could be accomplished byother components of a motor vehicle, such as vehicle systems 172. Instill other embodiments, some of the following steps could beaccomplished by any combination of systems or components of the vehicle.It will be understood that in some embodiments one or more of thefollowing steps may be optional. For purposes of reference, thefollowing method discusses components shown in FIGS. 1 through 3,including the response system 199.

In step 2702, the response system 199 may receive drowsinessinformation. In step 2704, the response system 199 may determine if thedriver is drowsy. If the driver is not drowsy, the response system 199returns to step 2702. If the driver is drowsy, the response system 199may proceed to step 2706. In step 2706, the response system 199 maydetermine the current stopping distance. The current stopping distancemay be a function of the current vehicle speed, as well as otheroperating parameters including various parameters associated with thebrake system. In step 2708, the response system 199 may automaticallydecrease the stopping distance. This may be achieved by modifying one ormore operating parameters of the ABS system 224. For example, the brakeline pressure can be modified by controlling various valves, pumpsand/or motors within the ABS system 224.

In some embodiments, a response system can automatically prefill one ormore brake lines in a motor vehicle in response to driver behavior. FIG.39 illustrates an embodiment of a process for controlling brake lines ina motor vehicle in response to driver behavior. In some embodiments,some of the following steps could be accomplished by a response system199 of a motor vehicle. In some cases, some of the following steps maybe accomplished by an ECU 150 of a motor vehicle. In other embodiments,some of the following steps could be accomplished by other components ofa motor vehicle, such as vehicle systems 172. In still otherembodiments, some of the following steps could be accomplished by anycombination of systems or components of the vehicle. It will beunderstood that in some embodiments one or more of the following stepsmay be optional. For purposes of reference, the following methoddiscusses components shown in FIGS. 1 through 3, including the responsesystem 199.

In step 2802, the response system 199 may receive drowsinessinformation. In step 2804, the response system 199 may determine if thedriver is drowsy. If the driver is not drowsy, the response system 199may return to step 2802. If the driver is drowsy, the response system199 may automatically prefill the brake lines with brake fluid in step2806. For example, the response system 199 may use the automatic brakeprefill system 228. In some cases, this may help increase brakingresponse if a hazardous condition arises while the driver is drowsy. Itwill be understood that any number of brake lines could be prefilledduring step 2806. Moreover, any provisions known in the art forprefilling brake lines could be used including any pumps, valves, motorsor other devices needed to supply brake fluid automatically to brakelines.

Some vehicles may be equipped with brake assist systems that help reducethe amount of force a driver must apply to engage the brakes. Thesesystems may be activated for older drivers or any other drivers who mayneed assistance with braking. In some cases, a response system couldutilize the brake assist systems when a driver is drowsy, since a drowsydriver may not be able to apply the necessary force to the brake pedalfor stopping a vehicle quickly.

FIG. 40 illustrates an embodiment of a method for controlling automaticbrake assist in response to driver behavior. In step 2902, the responsesystem 199 may receive drowsiness information. In step 2904, theresponse system 199 may determine if the driver is drowsy. If the driveris not drowsy, the response system 199 proceeds back to step 2902. Ifthe driver is drowsy, the response system 199 may determine if the brakeassist system 226 is already on in step 2906. If the brake assist system226 is already on, the response system 199 may return to step 2902. Ifthe brake assist system 226 is not currently active, the response system199 may turn on the brake assist system 226 in step 2908. Thisarrangement allows for braking assistance to a drowsy driver, since thedriver may not have sufficient ability to supply the necessary brakingforce in the event that the motor vehicle 100 must be stopped quickly.

In some embodiments, a response system could modify the degree ofassistance in a brake assist system. For example, a brake assist systemmay operate under normal conditions with a predetermined activationthreshold. The activation threshold may be associated with the rate ofchange of the master cylinder brake pressure. If the rate of change ofthe master cylinder brake pressure exceeds the activation threshold,brake assist may be activated. However, when a driver is drowsy, thebrake assist system may modify the activation threshold so that brakeassist is activated sooner. In some cases, the activation thresholdcould vary according to the degree of drowsiness. For example, if thedriver is only slightly drowsy, the activation threshold may be higherthan when the driver is extremely drowsy.

FIG. 41 illustrates an embodiment of a detailed process for controllingautomatic brake assist in response to driver behavior. In particular,FIG. 41 illustrates a method in which brake assist is modified accordingto the body state index of the driver. In step 2930, the response system199 may receive braking information. Braking information can includeinformation from any sensors and/or vehicle systems. In step 2932, theresponse system 199 may determine if a brake pedal is depressed. In somecases, the response system 199 may receive information that a brakeswitch has been applied to determine if the driver is currently braking.In other cases, any other vehicle information can be monitored todetermine if the brakes are being applied. In step 2934, the responsesystem 199 may measure the rate of brake pressure increase. In otherwords, the response system 199 determines how fast the brake pressure isincreasing, or how “hard” the brake pedal is being depressed. In step2936, the response system 199 sets an activation threshold. Theactivation threshold corresponds to a threshold for the rate of brakepressure increase. Details of this step are discussed in detail below.

In step 2938, the response system 199 determines if the rate of brakepressure increase exceeds the activation threshold. If not, the responsesystem 199 proceeds back to step 2930. Otherwise, the response system199 proceeds to step 2940. In step 2940, the response system 199activates a modulator pump and/or valves to automatically increase thebrake pressure. In other words, in step 2940, the response system 199activates brake assist. This allows for an increase in the amount ofbraking force applied at the wheels.

FIG. 42 illustrates an embodiment of a process of selecting theactivation threshold discussed above. In some embodiments, the processshown in FIG. 42 corresponds to step 2936 of FIG. 41. In step 2950, theresponse system 199 may receive the brake pressure rate and vehiclespeed as well as any other operating information. The brake pressurerate and vehicle speed correspond to current vehicle conditions that maybe used for determining an activation threshold under normal operatingconditions. In step 2952, an initial threshold setting may be determinedaccording to the vehicle operating conditions.

In order to accommodate changes in brake assist due to drowsiness, theinitial threshold setting may be modified according to the state of thedriver. In step 2954, the response system 199 determines the body stateindex of the driver using any method discussed above. Next, in step2956, the response system 199 determines a brake assist coefficient. Asseen in look-up table 2960, the brake assist coefficient may varybetween 0% and 25% according to the body state index. Moreover, thebrake assist coefficient generally increases as the body state indexincreases. In step 2958, the activation threshold is selected accordingto the initial threshold setting and the brake assist coefficient. Ifthe brake assist coefficient has a value of 0%, the activation thresholdis just equal to the initial threshold setting. However, if the brakeassist coefficient has a value of 25%, the activation threshold may bemodified by up to 25% in order to increase the sensitivity of the brakeassist when the driver is drowsy. In some cases, the activationthreshold may be increased by up to 25% (or any other amountcorresponding to the brake assist coefficient). In other cases, theactivation threshold may be decreased by up to 25% (or any other amountcorresponding to the brake assist coefficient).

A motor vehicle can include provisions for increasing vehicle stabilitywhen a driver is drowsy. In some cases, a response system can modify theoperation of an electronic stability control system. For example, insome cases, a response system could ensure that a detected yaw rate anda steering yaw rate (the yaw rate estimated from steering information)are very close to one another. This can help enhance steering precisionand reduce the likelihood of hazardous driving conditions while thedriver is drowsy.

FIGS. 43 and 44 are schematic views of an embodiment of the motorvehicle 100 turning around a curve in roadway 3000. Referring to FIG.43, a driver 3002 is wide awake and turning a steering wheel 3004. Alsoshown in FIG. 43 are a driver intended path 3006 and an actual vehiclepath 3008. The driver intended path may be determined from steeringwheel information, yaw rate information, lateral g information as wellas other kinds of operating information. The driver intended pathrepresents the ideal path of the vehicle, given the steering input fromthe driver. However, due to variations in road traction as well as otherconditions, the actual vehicle path may vary slightly from the driverintended path. Referring to FIG. 44, as the driver 3002 gets drowsy, theresponse system 199 modifies the operation of the electronic stabilitycontrol system 222. In particular, the ESC system 222 is modified sothat the actual vehicle path 3104 is closer to the driver intended path3006. This helps to minimize the difference between the driver intendedpath and the actual vehicle path when the driver is drowsy, which canhelp improve driving precision.

FIG. 45 illustrates an embodiment of a process for controlling anelectronic vehicle stability system according to driver behavior. Insome embodiments, some of the following steps could be accomplished by aresponse system 199 of a motor vehicle. In some cases, some of thefollowing steps may be accomplished by an ECU 150 of a motor vehicle. Inother embodiments, some of the following steps could be accomplished byother components of a motor vehicle, such as vehicle systems 172. Instill other embodiments, some of the following steps could beaccomplished by any combination of systems or components of the vehicle.It will be understood that in some embodiments one or more of thefollowing steps may be optional. For purposes of reference, thefollowing method discusses components shown in FIGS. 1 through 3,including the response system 199.

In step 3202, the response system 199 may receive drowsinessinformation. In step 3204, the response system 199 determines if thedriver is drowsy. If the driver is not drowsy, the response system 199may return to step 3202. Otherwise, the response system 199 receives yawrate information in step 3206. The yaw rate information could bereceived from a yaw rate sensor in some cases. In step 3208, theresponse system 199 receives steering information. This could include,for example, the steering wheel angle received from a steering anglesensor. In step 3210, the response system 199 determines the steeringyaw rate using the steering information. In some cases, additionaloperating information could be used to determine the steering yaw rate.In step 3212, the response system 199 may reduce the allowable errorbetween the measured yaw rate and the steering yaw rate. In other words,the response system 199 helps minimize the difference between the driverintended path and the actual vehicle path.

In order to reduce the allowable error between the yaw rate and thesteering yaw rate, response system 199 may apply braking to one or morebrakes of motor vehicle 100 in order to maintain motor vehicle 100 closeto the driver intended path. Examples of maintaining a vehicle close toa driver intended path can be found in Ellis et al., U.S. Pat. No.8,423,257, the entirety of which is hereby incorporated by reference.

FIG. 46 illustrates an embodiment of a process for controlling anelectronic stability control system in response to driver behavior. Inparticular, FIG. 46 illustrates an embodiment in which the operation ofthe electronic stability control system is modified according to thebody state index of the driver. In step 3238, the response system 199receives operating information. This information can include anyoperating information such as yaw rate, wheel speed, steering angles, aswell as other information used by an electronic stability controlsystem. In step 3240, the response system 199 may determine if thevehicle behavior is stable. In particular, in step 3242, the responsesystem 199 measures the stability error of steering associated withunder-steering or over-steering. In some cases, the stability isdetermined by comparing the actual path of the vehicle with the driverintended path.

In step 3244, the response system 199 sets an activation thresholdassociated with the electronic stability control system. The activationthreshold may be associated with a predetermined stability error. Instep 3246, the response system 199 determines if the stability errorexceeds the activation threshold. If not, the response system 199 mayreturn to step 3238. Otherwise, the response system 199 may proceed tostep 3248. In step 3248, the response system 199 applies individualwheel brake control in order to increase vehicle stability. In someembodiments, the response system 199 could also control the engine toapply engine braking or modify cylinder operation in order to helpstabilize the vehicle.

In some cases, in step 3250, the response system 199 may activate awarning indicator. The warning indicator could be any dashboard light ormessage displayed on a navigation screen or other video screen. Thewarning indicator helps to alert a driver that the electronic stabilitycontrol system has been activated. In some cases, the warning could bean audible warning and/or a haptic warning.

FIG. 47 illustrates an embodiment of a process for setting theactivation threshold used in the previous method. In step 3260, theresponse system 199 receives vehicle operating information. For example,the vehicle operating information can include wheel speed information,road surface conditions (such as curvature, friction coefficients,etc.), vehicle speed, steering angle, yaw rate as well as otheroperating information. In step 3262, the response system 199 determinesan initial threshold setting according to the operating informationreceived in step 3260. In step 3264, the response system 199 determinesthe body state index of the driver.

In step 3266, the response system 199 determines a stability controlcoefficient. As seen in look-up table 3270, the stability controlcoefficient may be determined from the body state index. In one example,the stability control coefficient ranges from 0% to 25%. Moreover, thestability control coefficient generally increases with the body stateindex. For example, if the body state index is 1, the stability controlcoefficient is 0%. If the body state index is 4, the stability controlcoefficient is 25%. It will be understood that these ranges for thestability control coefficient are only intended to be exemplary and inother cases the stability control coefficient could vary in any othermanner as a function of the body state index.

In step 3268, the response system 199 may set the activation thresholdusing the initial threshold setting and the stability controlcoefficient. For example, if the stability control coefficient has avalue of 25%, the activation threshold may be up to 25% larger than theinitial threshold setting. In other cases, the activation threshold maybe up to 25% smaller than the initial threshold setting. In other words,the activation threshold may be increased or decreased from the initialthreshold setting in proportion to the value of the stability controlcoefficient. This arrangement helps to increase the sensitivity of theelectronic stability control system by modifying the activationthreshold in proportion to the state of the driver.

FIG. 48 illustrates a schematic view of the motor vehicle 100 equippedwith a collision warning system 234. The collision warning system 234can function to provide warnings about potential collisions to a driver.For purposes of clarity, the term “host vehicle” as used throughout thisdetailed description and in the claims refers to any vehicle including aresponse system while the term “target vehicle” refers to any vehiclemonitored by, or otherwise in communication with, a host vehicle. In thecurrent embodiment, for example, the motor vehicle 100 may be a hostvehicle. In this example, as the motor vehicle 100 approaches anintersection 3300 while a target vehicle 3302 passes through theintersection 3300, the collision warning system 234 may provide awarning alert 3310 on a display screen 3320. Further examples ofcollision warning systems are disclosed in Mochizuki, U.S. Pat. No.8,423,257, and Mochizuki et al., U.S. Pat. No. 8,587,418, the entiretyof both being hereby incorporated by reference.

FIG. 49 illustrates an embodiment of a process for modifying a collisionwarning system according to driver behavior. In some embodiments, someof the following steps could be accomplished by a response system 199 ofa motor vehicle. In some cases, some of the following steps may beaccomplished by an ECU 150 of a motor vehicle. In other embodiments,some of the following steps could be accomplished by other components ofa motor vehicle, such as vehicle systems 172. In still otherembodiments, some of the following steps could be accomplished by anycombination of systems or components of the vehicle. It will beunderstood that in some embodiments one or more of the following stepsmay be optional. For purposes of reference, the following methoddiscusses components shown in FIGS. 1 through 3, including the responsesystem 199.

In step 3402, the response system 199 my receive drowsiness information.In step 3404, the response system 199 may determine if the driver isdrowsy. If the driver is not drowsy, the response system 199 may proceedback to step 3402. Otherwise, the response system 199 may proceed tostep 3406. In step 3406, the response system 199 may modify theoperation of a collision warning system so that the driver is warnedearlier about potential collisions. For example, if the collisionwarning system was initially set to warn a driver about a potentialcollision if the distance to the collision point is less than 25 meters,the response system 199 could modify the system to warn the driver ifthe distance to the collision point is less than 50 meters.

FIG. 50 illustrates an embodiment of a process for modifying a collisionwarning system according to driver behavior. In some embodiments, someof the following steps could be accomplished by a response system 199 ofa motor vehicle. In some cases, some of the following steps may beaccomplished by an ECU 150 of a motor vehicle. In other embodiments,some of the following steps could be accomplished by other components ofa motor vehicle, such as vehicle systems 172. In still otherembodiments, some of the following steps could be accomplished by anycombination of systems or components of the vehicle. It will beunderstood that in some embodiments one or more of the following stepsmay be optional. For purposes of reference, the following methoddiscusses components shown in FIGS. 1 through 3, including the responsesystem 199.

In step 3502, the collision warning system 234 may retrieve the heading,position and speed of an approaching vehicle. In some cases, thisinformation could be received from the approaching vehicle through awireless network, such as a DSRC network. In other cases, thisinformation could be remotely sensed using radar, lidar or other remotesensing devices.

In step 3504, the collision warning system 234 may estimate a vehiclecollision point. The vehicle collision point is the location of apotential collision between the motor vehicle 100 and the approachingvehicle, which could be traveling in any direction relative to the motorvehicle 100. In some cases, in step 3504, the collision warning system234 may use information about the position, heading and speed of themotor vehicle 100 to calculate the vehicle collision point. In someembodiments, this information could be received from a GPS receiver thatis in communication with the collision warning system 234 or theresponse system 199. In other embodiments, the vehicle speed could bereceived from a vehicle speed sensor.

In step 3506, the collision warning system 234 may calculate thedistance and/or time to the vehicle collision point. In particular, todetermine the distance, the collision warning system 234 may calculatethe difference between the vehicle collision point and the currentlocation of the motor vehicle 100. Likewise, to determine the time tothe collision warning system 234 could calculate the amount of time itwill take to reach the vehicle collision point.

In step 3508, the collision warning system 234 may receive drowsinessinformation from the response system 199, or any other system orcomponents. In step 3509, the collision warning system 234 may determineif the driver is drowsy. If the driver is not drowsy, the collisionwarning system 234 may proceed to step 3510, where a first thresholdparameter is retrieved. If the driver is drowsy, the collision warningsystem 234 may proceed to step 3512, where a second threshold distanceis retrieved. The first threshold parameter and the second thresholdparameter could be either time thresholds or distance thresholds,according to whether the time to collision or distance to collision wasdetermined during step 3506. In some cases, where both time and distanceto the collision point are used, the first threshold parameter and thesecond threshold parameter can each comprise both a distance thresholdand a time threshold. Moreover, it will be understood that the firstthreshold parameter and the second threshold parameter may besubstantially different thresholds in order to provide a differentoperating configuration for the collision warning system 234 accordingto whether the driver is drowsy or not drowsy. Following both step 3510and 3512, collision warning system 234 proceeds to step 3514. In step3514, the collision warning system 234 determines if the currentdistance and/or time to the collision point is less than the thresholdparameter selected during the previous step (either the first thresholdparameter or the second threshold parameter).

The first threshold parameter and the second threshold parameter couldhave any values. In some cases, the first threshold parameter may beless than the second threshold parameter. In particular, if the driveris drowsy, it may be beneficial to use a lower threshold parameter,since this corresponds to warning a driver earlier about a potentialcollision. If the current distance or time is less than the thresholddistance or time (the threshold parameter), the collision warning system234 may warn the driver in step 3516. Otherwise, the collision warningsystem 234 may not warn the driver in step 3518.

A response system can include provisions for modifying the operation ofan auto cruise control system according to driver behavior. In someembodiments, a response system can change the headway distanceassociated with an auto cruise control system. In some cases, theheadway distance is the closest distance a motor vehicle can get to apreceding vehicle. If the auto cruise control system detects that themotor vehicle is closer than the headway distance, the system may warnthe driver and/or automatically slow the vehicle to increase the headwaydistance.

FIGS. 51 and 52 illustrate schematic views of the motor vehicle 100cruising behind a preceding vehicle 3602. In this situation, the autocruise control system 238 is operating to automatically maintain apredetermined headway distance behind the preceding vehicle 3602. When adriver 3600 is awake, auto cruise control system 238 uses a firstheadway distance 3610, as seen in FIG. 51. In other words, the autocruise control system 238 automatically prevents the motor vehicle 100from getting closer than the first headway distance 3610 to thepreceding vehicle 3602. As the driver 3600 becomes drowsy, as seen inFIG. 52, the response system 199 may modify the operation of the autocruise control system 238 so that the auto cruise control system 238increases the headway distance to a second headway distance 3710. Thesecond headway distance 3710 may be substantially larger than the firstheadway distance 3610, since the reaction time of the driver 3600 may bereduced when the driver 3600 is drowsy.

FIG. 53 illustrates an embodiment of a method of modifying the controlof an auto cruise control system according to driver behavior. In someembodiments, some of the following steps could be accomplished by aresponse system 199 of a motor vehicle. In some cases, some of thefollowing steps may be accomplished by an ECU 150 of a motor vehicle. Inother embodiments, some of the following steps could be accomplished byother components of a motor vehicle, such as vehicle systems 172. Instill other embodiments, some of the following steps could beaccomplished by any combination of systems or components of the vehicle.It will be understood that in some embodiments one or more of thefollowing steps may be optional. For purposes of reference, thefollowing method discusses components shown in FIGS. 1 through 3,including the response system 199.

In step 3802, the response system 199 may receive drowsinessinformation. In step 3804, the response system 199 may determine if thedriver is drowsy. If the driver is not drowsy, the response system 199may return to step 3802. If the driver is drowsy, the response system199 may proceed to step 3806. In step 3806, the response system 199 maydetermine if auto cruise control is being used. If not, the responsesystem 199 may return back to step 3802. If auto cruise control is beingused, the response system 199 may proceed to step 3808. In step 3808,the response system 199 may retrieve the current headway distance forauto cruise control. In step 3810, the response system 199 may increasethe headway distance. With this arrangement, the response system 199 mayhelp increase the distance between the motor vehicle 100 and othervehicles when a driver is drowsy to reduce the chances of a hazardousdriving situation while the driver is drowsy.

FIG. 54 illustrates an embodiment of a process for controlling automaticcruise control in response to driver behavior. This embodiment couldalso apply to normal cruise control systems. In particular, FIG. 54illustrates an embodiment of a process where the operation of anautomatic cruise control system is varied in response to the body stateindex of a driver. In step 3930, the response system 199 may determinethat the automatic cruise control function is turned on. This may occurwhen a driver selects to turn on cruise control. In step 3931, theresponse system 199 may determine the body state index of the driverusing any method discussed above as well as any method known in the art.In step 3932, the response system 199 may set the auto cruise controlstatus based on the body state index of the driver. For example, look-uptable 3950 indicates that the auto cruise control status is set to onfor body state indexes of 1, 2 and 3. Also, the auto cruise controlstatus is set to off for body state index of 4. In other embodiments,the auto cruise control status can be set according to body state indexin any other manner.

In step 3934, the response system 199 determines if the auto cruisecontrol status is on. If so, the response system 199 proceeds to step3942. Otherwise, if the auto cruise control status is off, the responsesystem 199 proceeds to step 3936. In step 3936, the response system 199ramps down control of automatic cruise control. For example, in somecases the response system 199 may slow down the vehicle gradually to apredetermined speed. In step 3938, the response system 199 may turn offautomatic cruise control. In some cases, in step 3940, the responsesystem 199 may inform the driver that automatic cruise control has beendeactivated using a dashboard warning light or message displayed on ascreen of some kind. In other cases, the response system 199 couldprovide an audible warning that automatic cruise control has beendeactivated. In still other cases a haptic warning could be used.

If the auto cruise control status is determined to be on during step3934, the response system 199 may set the auto cruise control distancesetting in step 3942. For example, look-up table 3946 provides onepossible configuration for a look-up table relating the body state indexto a distance setting. In this case, a body state index of 1 correspondsto a first distance, a body state index of 2 corresponds to a seconddistance and a body state index of 3 corresponds to a third distance.Each distance may have a substantially different value. In some cases,the value of each headway distance may increase as the body state indexincreases in order to provide more headway room for drivers who aredrowsy or otherwise inattentive. In step 3944, the response system 199may operate auto cruise control using the distance setting determinedduring step 3942.

A response system can include provisions for automatically reducing acruising speed in a cruise control system based on driver monitoringinformation. FIG. 55 illustrates an embodiment of a method forcontrolling a cruising speed. In some embodiments, some of the followingsteps could be accomplished by a response system 199 of a motor vehicle.In some cases, some of the following steps may be accomplished by an ECU150 of a motor vehicle. In other embodiments, some of the followingsteps could be accomplished by other components of a motor vehicle, suchas vehicle systems 172. In still other embodiments, some of thefollowing steps could be accomplished by any combination of systems orcomponents of the vehicle. It will be understood that in someembodiments one or more of the following steps may be optional. Forpurposes of reference, the following method discusses components shownin FIGS. 1 through 3, including the response system 199.

In step 3902, the response system 199 may receive drowsinessinformation. In step 3904, the response system 199 may determine if thedriver is drowsy. If the driver is not drowsy, the response system 199returns to step 3902, otherwise the response system 199 proceeds to step3906. In step 3906, the response system 199 determines if cruise controlis operating. If not, the response system 199 returns back to step 3902.If cruise control is operating, the response system 199 determines thecurrent cruising speed in step 3908. In step 3910, the response system199 retrieves a predetermined percentage. The predetermined percentagecould have any value between 0% and 100%. In step 3912, the responsesystem 199 may reduce the cruising speed by the predeterminedpercentage. For example, if the motor vehicle 100 is cruising at 60 mphand the predetermined percentage is 50%, the cruising speed may bereduced to 30 mph. In other embodiments, the cruising speed could bereduced by a predetermined amount, such as by 20 mph or 30 mph. In stillother embodiments, the predetermined percentage could be selected from arange of percentages according to the driver body index. For example, ifthe driver is only slightly drowsy, the predetermined percentage couldbe smaller than the percentage used when the driver is very drowsy.Using this arrangement, the response system 199 may automatically reducethe speed of the motor vehicle 100, since slowing the vehicle may reducethe potential risks posed by a drowsy driver.

FIG. 56 illustrates an embodiment of a process for controlling a lowspeed follow system in response to driver behavior. In step 3830, theresponse system 199 may determine if the low speed follow system is on.“Low speed follow” refers to any system that is used for automaticallyfollowing a preceding vehicle at low speeds.

In step 3831, the response system 199 may determine the body state indexof the driver. Next, in step 3832, the response system 199 may set thelow speed follow status based on the body state index of the driver. Forexample, look-up table 3850 shows an exemplary relationship between bodystate index and the low speed follow status. In particular, the lowspeed follow status varies between an “on” state and an “off” state. Forlow body state index (body state indexes of 1 or 2) the low speed followstatus may be set to “on”. For high body state index (body state indexesof 3 or 4) the low speed follow status may be set to “off”. It will beunderstood that the relationship between body state index and low speedfollow status shown here is only exemplary and in other embodiments therelationship could vary in any other manner.

In step 3834, response system 199 determines if the low speed followstatus is on or off. If the low speed follow status is on, responsesystem 199 returns to step 3830. Otherwise, response system 199 proceedsto step 3836 when the low speed follow status is off. In step 3836,response system 199 may ramp down control of the low speed followfunction. For example, the low speed follow system may graduallyincrease the headway distance with the preceding vehicle until thesystem is shut down in step 3838. By automatically turning off low speedfollow when a driver is drowsy, response system 199 may help increasedriver attention and awareness since the driver must put more effortinto driving the vehicle.

In some cases, in step 3840, the response system 199 may inform thedriver that low speed follow has been deactivated using a dashboardwarning light or message displayed on a screen of some kind. In othercases, the response system 199 could provide an audible warning that lowspeed follow has been deactivated.

A response system can include provisions for modifying the operation ofa lane departure warning system, which helps alert a driver if the motorvehicle is unintentionally leaving the current lane. In some cases, aresponse system could modify when the lane departure warning systemalerts a driver. For example, the lane keep departure warning systemcould warn the driver before the vehicle crosses a lane boundary line,rather than waiting until the vehicle has already crossed the laneboundary line.

FIGS. 57 and 58 illustrate schematic views of an embodiment of a methodof modifying the operation of a lane departure warning system. Referringto FIGS. 57 and 58, the motor vehicle 100 travels on a roadway 4000.Under circumstances where a driver 4002 is fully alert (see FIG. 57),the lane departure warning system 240 may wait until the motor vehicle100 crosses lane a boundary line 4010 before providing a warning 4012.However, in circumstances where the driver 4002 is drowsy (see FIG. 58),the lane departure warning system 240 may provide the warning 4012 justprior to the moment when the motor vehicle 100 crosses the lane boundaryline 4010. In other words, the lane departure warning system 244 warnsthe driver 4002 earlier when the driver 4002 is drowsy. This may helpimprove the likelihood that the driver 4002 stays inside the currentlane.

FIG. 59 illustrates an embodiment of a process of operating a lanedeparture warning system in response to driver behavior. In someembodiments, some of the following steps could be accomplished by aresponse system 199 of a motor vehicle. In some cases, some of thefollowing steps may be accomplished by an ECU 150 of a motor vehicle. Inother embodiments, some of the following steps could be accomplished byother components of a motor vehicle, such as vehicle systems 172. Instill other embodiments, some of the following steps could beaccomplished by any combination of systems or components of the vehicle.It will be understood that in some embodiments one or more of thefollowing steps may be optional. For purposes of reference, thefollowing method discusses components shown in FIGS. 1 through 3,including the response system 199.

In step 4202, the response system 199 may retrieve drowsinessinformation. In step 4204, the response system 199 may determine if thedriver is drowsy. If the driver is not drowsy, the response system 199proceeds back to step 4202. Otherwise, the response system 199 proceedsto step 4206. In step 4206, the response system 199 may modify theoperation of lane departure warning system 240 so that the driver iswarned earlier about potential lane departures.

FIG. 60 illustrates an embodiment of a process for operating a lanedeparture warning system in response to driver behavior. In particular,FIG. 60 illustrates an embodiment of a process where the operation of alane departure warning system is modified in response to the body stateindex of a driver. In step 4270, the response system 199 receivesroadway information. The roadway information can include road size,shape as well as the locations of any road markings or lines. In step4272, the response system 199 may determine the vehicle positionrelative to the road. In step 4274, the response system 199 maycalculate the time to lane crossing. This can be determined from vehicleposition, vehicle turning information and lane location information.

In step 4276, the response system 199 may set the road crossingthreshold. The road crossing threshold may be a time associated with thetime to lane crossing. In step 4278, the response system 199 determinesif the time to lane crossing exceeds the road crossing threshold. Ifnot, the response system 199 proceeds back to step 4270. Otherwise, theresponse system 199 proceeds to step 4280 where a warning indicator isilluminated indicating that the vehicle is crossing a lane. In othercases, audible or haptic warnings could also be provided. If the vehiclecontinues exiting the lane a steering effort correction may be appliedin step 4282.

FIG. 61 illustrates an embodiment of a process for setting the roadcrossing threshold. In step 4290, the response system 199 determines aminimum reaction time for vehicle recovery. In some cases, the minimumreaction time is associated with the minimum amount of time for avehicle to avoid a lane crossing once a driver becomes aware of thepotential lane crossing. In step 4292, the response system 199 mayreceive vehicle operating information. Vehicle operating informationcould include roadway information as well as information related to thelocation of the vehicle within the roadway.

In step 4294, the response system 199 determines an initial thresholdsetting from the minimum reaction time and the vehicle operatinginformation. In step 4296, the response system 199 determines the bodyindex state of the driver. In step 4298, the response system 199determines a lane departure warning coefficient according to the bodystate index. An exemplary look-up table 4285 includes a range ofcoefficient values between 0% and 25% as a function of the body stateindex. Finally, in step 4299, the response system 199 may set the roadcrossing threshold according to the lane departure warning coefficientand the initial threshold setting.

In addition to providing earlier warnings to a driver through a lanedeparture warning system, the response system 199 can also modify theoperation of a lane keep assist system, which may also provide warningsas well as driving assistance in order to maintain a vehicle in apredetermined lane.

FIG. 62 illustrates an embodiment of a process of operating a lane keepassist system in response to driver behavior. In particular, FIG. 62illustrates a method where the operation of a lane keep assist system ismodified in response to the body state index of a driver. In step 4230,the response system 199 may receive operating information. For example,in some cases the response system 199 may receive roadway informationrelated to the size and/or shape of a roadway, as well as the locationof various lines on the roadway. In step 4232, the response system 199determines the location of the road center and the width of the road.This can be determined using sensed information, such as opticalinformation of the roadway, stored information including map basedinformation, or a combination of sensed and stored information. In step4234, the response system 199 may determine the vehicle positionrelative to the road.

In step 4236, the response system 199 may determine the deviation of thevehicle path from the road center. In step 4238, the response system 199may learn the driver's centering habits. For example, alert driversgenerally adjust the steering wheel constantly in attempt to maintainthe car in the center of a lane. In some cases, the centering habits ofa driver can be detected by the response system 199 and learned. Anymachine learning method or pattern recognition algorithm could be usedto determine the driver's centering habits.

In step 4240, the response system 199 may determine if the vehicle isdeviating from the center of the road. If not, the response system 199proceeds back to step 4230. If the vehicle is deviating, the responsesystem 199 proceeds to step 4242. In step 4242, the response system 199may determine the body state index of the driver. Next, in step 4244,the response system 199 may set the lane keep assist status using thebody state index. For example, a look-up table 4260 is an example of arelationship between body state index and lane keep assist status. Inparticular, the lane keep assist status is set to a standard state forlow body state index (indexes 1 or 2) and is set to a low state for ahigher body state index (indexes 3 or 4). In other embodiments, anyother relationship between body state index and lane keep assist statuscan be used.

In step 4246, the response system 199 may check the lane keep assiststatus. If the lane keep assist status is standard, the response system199 proceeds to step 4248 where standard steering effort corrections areapplied to help maintain the vehicle in the lane. If, however, theresponse system 199 determines that the lane keep assist status is lowin step 4246, the response system 199 may proceed to step 4250. In step4250, the response system 199 determines if the road is curved. If not,the response system 199 proceeds to step 4256 to illuminate a lane keepassist warning so the driver knows the vehicle is deviating from thelane. If, in step 4250, the response system 199 determines the road iscurved, the response system 199 proceeds to step 4252. In step 4252, theresponse system 199 determines if the driver's hands are on the steeringwheel. If so, the response system 199 proceeds to step 4254 where theprocess ends. Otherwise, the response system 199 proceeds to step 4256.

This arrangement allows the response system 199 to modify the operationof the lane keep assist system in response to driver behavior. Inparticular, the lane keep assist system may only help steer the vehicleautomatically when the driver state is alert (low body state index).Otherwise, if the driver is drowsy or very drowsy (higher body stateindex), the response system 199 may control the lane keep assist systemto only provide warnings of lane deviation without providing steeringassistance. This may help increase the alertness of the driver when heor she is drowsy.

A response system can include provisions for modifying the control of ablind spot indicator system when a driver is drowsy. For example, insome cases, a response system could increase the detection area. Inother cases, the response system could control the monitoring system todeliver warnings earlier (i.e., when an approaching vehicle is furtheraway).

FIGS. 63 and 64 illustrate schematic views of an embodiment of theoperation of a blind spot indicator system. In this embodiment, themotor vehicle 100 is traveling on roadway 4320. The blind spot indicatorsystem 242 (see FIG. 2) may be used to monitor any objects travelingwithin a blind spot monitoring zone 4322. For example, in the currentembodiment, the blind spot indicator system 242 may determine that noobject is inside of the blind spot monitoring zone 4322. In particular,a target vehicle 4324 is just outside of the blind spot monitoring zone4322. In this case, no alert is sent to the driver.

In FIG. 63, a driver 4330 is shown as fully alert. In this alert state,the blind spot monitoring zone is set according to predeterminedsettings and/or vehicle operating information. However, as seen in FIG.64, as the driver 4330 becomes drowsy, the response system 199 maymodify the operation of the blind spot indicator system 242. Forexample, in one embodiment, the response system 199 may increase thesize of the blind spot monitoring zone 4322. As seen in FIG. 64, underthese modified conditions the target vehicle 4324 is now travelinginside of the blind spot monitoring zone 4322. Therefore, in thissituation the driver 4330 is alerted to the presence of the targetvehicle 4324.

FIG. 65 illustrates an embodiment of a process of operating a blind spotindicator system in response to driver behavior. In some embodiments,some of the following steps could be accomplished by a response system199 of a motor vehicle. In some cases, some of the following steps maybe accomplished by an ECU 150 of a motor vehicle. In other embodiments,some of the following steps could be accomplished by other components ofa motor vehicle, such as vehicle systems 172. In still otherembodiments, some of the following steps could be accomplished by anycombination of systems or components of the vehicle. It will beunderstood that in some embodiments one or more of the following stepsmay be optional. For purposes of reference, the following methoddiscusses components shown in FIGS. 1 through 3, including the responsesystem 199.

In step 4302, the response system 199 may receive drowsinessinformation. In step 4304, the response system 199 determines if thedriver is drowsy. If the driver is not drowsy, the response system 199returns back to step 4302. If the driver is drowsy, the response system199 proceeds to step 4306. In step 4306, response system 4306 mayincrease the blind spot detection area. For example, if the initialblind spot detection area is associated with the region of the vehiclebetween the passenger side mirror about 3-5 meters behind the rearbumper, the modified blind spot detection area may be associated withthe region of the vehicle between the passenger side mirror and about4-7 meters behind the rear bumper. Following this, in step 4308, theresponse system 199 may modify the operation of the blind spot indicatorsystem 242 so that the system warns a driver when a vehicle is furtheraway. In other words, if the system initially warns a driver if theapproaching vehicle is within 5 meters of the motor vehicle 100, or theblind spot, the system may be modified to warn the driver when theapproaching vehicle is within 10 meters of the motor vehicle 100, or theblind spot of the motor vehicle 100. Of course, it will be understoodthat in some cases, step 4306 or step 4308 may be optional steps. Inaddition, other sizes and locations of the blind spot zone are possible.

FIG. 66 illustrates an embodiment of a process of operating a blind spotindicator system in response to driver behavior as a function of thebody state index of the driver. In step 4418, the response system 199receives object information. This information can include informationfrom one or more sensors capable of detecting the location of variousobjects (including other vehicles) within the vicinity of the vehicle.In some cases, for example, the response system 199 receives informationfrom a remote sensing device (such as a camera, lidar or radar) fordetecting the presence of one or more objects.

In step 4420, the response system 199 may determine the location and/orbearing of a tracked object. In step 4422, the response system 199 setsa zone threshold. The zone threshold may be a location threshold fordetermining when an object has entered into a blind spot monitoringzone. In some cases, the zone threshold may be determined using the bodystate index of the driver as well as information about the trackedobject.

In step 4424, the response system 199 determines if the tracked objectcrosses the zone threshold. If not, the response system 199 proceeds tostep 4418. Otherwise, the response system 199 proceeds to step 4426. Instep 4426, the response system 199 determines if the relative speed ofthe object is in a predetermined range. If the relative speed of theobject is in the predetermined range, it is likely to stay in the blindspot monitoring zone for a long time and may pose a very high threat.The response system 199 may ignore objects with a relative speed outsidethe predetermined range, since the object is not likely to stay in theblind spot monitoring zone for very long. If the relative speed is notin the predetermined range, the response system 199 proceeds back tostep 4418. Otherwise, the response system 199 proceeds to step 4428.

In step 4428, the response system 199 determines a warning type usingthe body state index. In step 4430, the response system 199 sets thewarning intensity and frequency using the body state index. Lookup table4440 is an example of a relationship between body state index and acoefficient for warning intensity. Finally, in step 4432, the responsesystem 199 activates the blind spot indicator warning to alert thedriver of the presence of the object in the blind spot.

FIG. 67 illustrates an embodiment of a process for determining a zonethreshold. In step 4450, the response system 199 retrieves trackedobject information. In step 4452, the response system 199 may determinean initial threshold setting. In step 4454, the response system 199 maydetermine the body state index of the driver. In step 4456, the responsesystem 199 may determine a blind spot zone coefficient. For example, alook-up table 4460 includes a predetermined relationship between bodystate index and the blind spot zone coefficient. The blind spot zonecoefficient may range between 0% and 25% in some cases and may generallyincrease with the body state index. Finally, in step 4458, the responsesystem 199 may determine the zone threshold.

Generally, the zone threshold can be determined using the initialthreshold setting (determined in step 4452) and the blind spot zonecoefficient. For example, if the blind spot zone coefficient has a valueof 25%, the zone threshold may be up to 25% larger than the initialthreshold setting. In other cases, the zone threshold may be up to 25%smaller than the initial threshold setting. In other words, the zonethreshold may be increased or decreased from the initial thresholdsetting in proportion to the value of the blind spot zone coefficient.Moreover, as the value of the zone threshold changes, the size of theblind spot zone or blind spot detection area may change. For example, insome cases, as the value of the zone threshold increases, the length ofthe blind spot detection area is increased, resulting in a largerdetection area and higher system sensitivity. Likewise, in some cases,as the value of the zone threshold decreases, the length of the blindspot detection area is decreased, resulting in a smaller detection areaand lower system sensitivity.

FIG. 68 illustrates an example of an embodiment of various warningsettings according to the body state index in the form of a lookup table4470. For example, when the driver's body state index is 1, the warningtype may be set to indicator only. In other words, when the driver isnot drowsy, the warning type may be set to light-up one or more warningindicators only. When the body state index is 2, both indicators andsounds may be used. When the driver's body state index is 3, indicatorsand haptic feedback may be used. For example, a dashboard light mayflash and the driver's seat or the steering wheel may vibrate. When thedriver's body state index is 4, indicators, sounds and haptic feedbackmay all be used. In other words, as the driver becomes more drowsy(increased body state index), a greater variety of warning types may beused simultaneously. It will be understood that the present embodimentonly illustrates exemplary warning types for different body stateindexes and in other embodiments any other configuration of warningtypes for body state indexes can be used.

FIGS. 69 through 72 illustrate exemplary embodiments of the operation ofa collision mitigation braking system (CMBS) in response to driverbehavior. In some cases, a collision mitigation braking system could beused in combination with a forward collision warning system. Inparticular, in some cases, a collision mitigation braking system couldgenerate forward collision warnings in combination with, or instead of,a forward collision warning system. Moreover, the collision mitigationbraking system could be configured to further actuate various systems,including braking systems and electronic seatbelt pretensioning systems,in order to help avoid a collision. In other cases, however, a collisionmitigation braking system and a forward collision warning system couldbe operated as independent systems. In the exemplary situationsdiscussed below, a collision mitigation braking system is capable ofwarning a driver of a potential forward collision. However, in othercases, a forward collision warning could be provided by a separateforward collision warning system.

As seen in FIG. 69, the motor vehicle 100 is driving behind targetvehicle 4520. In this situation, the motor vehicle 100 is traveling atapproximately 60 mph, while a target vehicle 4520 is slowing toapproximately 30 mph. At this point, the motor vehicle 100 and thetarget vehicle 4520 are separated by a distance D1. Because the driveris alert, however, the CMBS 236 determines that the distance D1 is notsmall enough to require a forward collision warning. In contrast, whenthe driver is drowsy, as seen in FIG. 70, the response system 199 maymodify the operation of the CMBS 236 so that a warning 4530 is generatedduring a first warning stage of the CMBS 236. In other words, the CMBS236 becomes more sensitive when the driver is drowsy. Moreover, asdiscussed below, the level of sensitivity may vary in proportion to thedegree of drowsiness (indicated by the body state index).

Referring now to FIG. 71, the motor vehicle 100 continues to approachthe target vehicle 4520. At this point, the motor vehicle 100 and thetarget vehicle 4520 are separated by a distance D2. This distance isbelow the threshold for activating a forward collision warning 4802. Insome cases, the warning could be provided as a visual alert and/or anaudible alert. However, because the driver is alert, the distance D2 isnot determined to be small enough to activate additional collisionmitigation provisions, such as automatic braking and/or automaticseatbelt pretensioning. In contrast, when the driver is drowsy, as seenin FIG. 72, the response system 199 may modify the operation of the CMBS236 so that in addition to providing forward the collision warning 4802,the CMBS 236 may also automatically pretension a seatbelt 4804. Also, insome cases, the CMBS 236 may apply light braking 4806 to slow the motorvehicle 100. In other cases, however, no braking may be applied at thispoint.

For purposes of illustration, the distance between vehicles is used asthe threshold for determining if the response system 199 should issue awarning and/or apply other types of intervention. However, it will beunderstood that in some cases, the time to collision between vehiclesmay be used as the threshold for determining what actions the responsesystem 199 may perform. In some cases, for example, using informationabout the velocities of the host and target vehicles as well as therelative distance between the vehicles can be used to estimate a time tocollision. The response system 199 may determine if warnings and/orother operations should be performed according to the estimated time tocollision.

FIG. 73 illustrates an embodiment of a process for operating a collisionmitigation braking system in response to driver behavior. In step 4550,the response system 199 may receive target vehicle information and hostvehicle information. For example, in some cases the response system 199may receive the speed, location and/or bearing of the target vehicle aswell as the host vehicle. In step 4552, the response system 199 maydetermine the location of an object in the sensing area, such as atarget vehicle. In step 4554, the response system 199 may determine thetime to collision with the target vehicle.

In step 4556, the response system 199 may set a first time to collisionthreshold and a second time to collision threshold. In some cases, thefirst time to collision threshold may be greater than the second time tocollision threshold. However, in other cases, the first time tocollision threshold may be less than or equal to the second time tocollision threshold. Details for determining the first time to collisionthreshold and the second time to collision threshold are discussed belowand shown in FIG. 74.

In step 4558, the response system 199 may determine if the time tocollision is less than the first time to collision threshold. If not,the response system 199 returns to step 4550. In some cases, the firsttime to collision threshold may a value above which there is noimmediate threat of a collision. If the time to collision is less thanthe first time to collision threshold, the response system 199 proceedsto step 4560.

At step 4560, the response system 199 may determine if the time tocollision is less than the second time to collision threshold. If not,the response system 199 enters a first warning stage at step 4562. Theresponse system 199 may then proceed through further steps discussedbelow and shown in FIG. 75. If the time to collision is greater than thesecond time to collision threshold, the response system 199 may enter asecond warning stage at step 4564. The response system 199 may thenproceed through further steps discussed below and shown in FIG. 76.

FIG. 74 illustrates an embodiment of a process for setting a first timeto collision threshold and a second time to collision threshold. In step4580, the response system 199 may determine a minimum reaction time foravoiding a collision. In step 4582, the response system 199 may receivetarget and host vehicle information such as location, relative speeds,absolute speeds as well as any other information. In step 4584, theresponse system 199 may determine a first initial threshold setting anda second initial threshold setting. In some cases, the first initialthreshold setting corresponds to the threshold setting for warning adriver. In some cases, the second initial threshold setting correspondsto the threshold setting for warning a driver and also operating brakingand/or seatbelt pretensioning. In some cases, these initial thresholdsettings may function as default setting that may be used with a driveris fully alert. Next, in step 4586, the response system 199 maydetermine the body state index of the driver.

In step 4588, the response system 199 may determine a time to collisioncoefficient. In some cases, the time to collision coefficient can bedetermined using look-up table 4592, which relates the time to collisioncoefficient to the body state index of the driver. In some cases, thetime to collision coefficient increases from 0% to 25% as the body stateindex increases. In step 4590, the response system 199 may set the firsttime to collision threshold and the second time to collision threshold.Although a single time to collision coefficient is used in thisembodiment, the first time to collision threshold and the second time tocollision threshold may differ according to the first initial thresholdsetting and the second initial threshold setting, respectively. Usingthis configuration, in some cases, the first time to collision thresholdand the second time to collision threshold may be decreased as the bodystate index of a driver increases. This allows the response system 199to provide earlier warnings of potential hazards when a driver isdrowsy. Moreover, the timing of the warnings varies in proportion to thebody state index.

FIG. 75 illustrates an embodiment of a process for operating a motorvehicle in a first warning stage of the CMBS 236. In step 4702, theresponse system 199 may select visual and/or audible warnings foralerting a driver of a potential forward collision. In some cases, awarning light may be used. In other cases, an audible noise, such as abeep, could be used. In still other cases, both a warning light and abeep could be used.

In step 4704, the response system 199 may set the warning frequency andintensity. This may be determined using the body state index in somecases. In particular, as the driver state increases due to the increaseddrowsiness of the driver, the warning state frequency and intensity canbe increased. For example, in some cases a look-up table 4570 can beused to determine the warning frequency and intensity. In particular, insome cases as the warning intensity coefficient increases (as a functionof body state index), the intensity of any warning can be increased byup to 25%. In step 4706, the response system 199 may apply a warning forforward collision awareness. In some cases, the intensity of the warningcan be increased for situations where the warning intensity coefficientis large. For example, for a low warning intensity coefficient (0%) thewarning intensity may be set to a predetermined level. For higherwarning intensity coefficients (greater than 0%) the warning intensitymay be increased beyond the predetermined level. In some cases, theluminosity of visual indicators can be increased. In other cases, thevolume of audible warnings can be increased. In still other cases, thepattern of illuminating a visual indicator or making an audible warningcould be varied.

FIG. 76 illustrates an embodiment of process of operating a motorvehicle in a second stage of the CMBS 236. In some cases, during step4718, the CMBS 236 may use visual and/or audible warnings to alert adriver of a potential collision. In some cases, the level and/orintensity of the warnings could be set according to the driver stateindex, as discussed above and shown in step 4704 of FIG. 75. Next, instep 4720, the response system 199 may use a haptic warning. Insituations where visual and/or audible warnings are also used, thehaptic warning can be provided simultaneously with the visual and/oraudible warnings. In step 4722, the response system 199 may set thewarning frequency and intensity of the haptic warning. This may beachieved using look-up table 4570, for example. Next, in step 4724, theresponse system 199 may automatically pretension a seatbelt in order towarn the driver. The frequency and intensity of the tensioning may varyas determined in step 4722. In step 4726, the response system 199 mayapply light braking automatically in order to slow the vehicle. In somecases, step 4726 may be optional step.

FIG. 77 illustrates an embodiment of a process of operating a navigationsystem in response to driver behavior. In some embodiments, some of thefollowing steps could be accomplished by a response system 199 of amotor vehicle. In some cases, some of the following steps may beaccomplished by an ECU 150 of a motor vehicle. In other embodiments,some of the following steps could be accomplished by other components ofa motor vehicle, such as vehicle systems 172. In still otherembodiments, some of the following steps could be accomplished by anycombination of systems or components of the vehicle. It will beunderstood that in some embodiments one or more of the following stepsmay be optional. For purposes of reference, the following methoddiscusses components shown in FIGS. 1 through 3, including the responsesystem 199.

In step 4602, the response system 199 may receive drowsinessinformation. In step 4604, the response system 199 may determine if thedriver is drowsy. If the driver is not drowsy, the response system 199proceeds back to step 4602. Otherwise, the response system 199 proceedsto step 4606. In step 4606, the response system 199 may turn offnavigation system 4606. This may help reduce driver distraction.

Operational Response and Intra-Vehicle Communication of One or MoreVehicle Systems

It will be understood that in some embodiments, multiple vehicle systemscould be modified according to driver behavior substantiallysimultaneously. For example, in some cases when a driver is drowsy, aresponse system could modify the operation of a collision warning systemand a lane keep assist system to alert a driver earlier of any potentialcollision threats or unintentional lane departures. Likewise, in somecases when a driver is drowsy, a response system could automaticallymodify the operation of an antilock brake system and a brake assistsystem to increase braking response. The number of vehicle systems thatcan be simultaneously activated in response to driver behavior is notlimited.

It will be understood that the current embodiment illustrates anddiscusses provisions for sensing driver behavior and modifying theoperation of one or more vehicle systems accordingly. However, thesemethods are not limited to use with a driver. In other embodiments,these same methods could be applied to any occupant of a vehicle. Inother words, a response system may be configured to detect if variousother occupants of a motor vehicle are drowsy. Moreover, in some cases,one or more vehicle systems could be modified accordingly.

A vehicle can include provisions for modifying various different vehiclesystems in response to driver behavior. For example, in some cases, oneor more vehicle systems may be configured to communicate with oneanother in order to coordinate responses to a hazard or other drivingcondition. In some cases, a centralized control unit, such as an ECU,can be configured to control various different vehicle systems in acoordinated manner to address hazards or other driving conditions.

For purposes of clarity, the term hazard, or hazardous condition, isused throughout this detailed description and in the claims to refergenerally to one or more objects and/or driving scenarios that pose apotential safety threat to a vehicle. For example, a target vehicletraveling in the blind spot of a driver may be considered a hazard sincethere is some risk of collision between the target vehicle and the hostvehicle should the driver turn into the lane of the target vehicle.Additionally, a target vehicle that is traveling in front of a hostvehicle at a distance less than a safe headway distance may also becategorized as a hazard for purposes of operating a response system.Furthermore, the term hazard is not limited to describing a targetvehicle or other remote object. In some cases, for example, the termhazard can be used to describe one or more hazardous driving conditionsthat increase the likelihood of an accident.

FIG. 78 illustrates a schematic view of an embodiment of a responsesystem 5001. The response system 5001 may include various vehiclesystems that can be modified in response to driver behavior, includingdrowsy driving. Examples of different vehicle systems that may beincorporated into the response system 5001 include any of the vehiclesystems described above and shown in FIG. 2 as well as any other vehiclesystems. It should be understood that the systems shown in FIG. 2 areonly intended to be exemplary and in some cases some other additionalsystems may be included. In other cases, some of the systems may beoptional and not included in all embodiments.

In some embodiments, the response system 5001 includes the electronicstability control system 222, the antilock brake system 224, the brakeassist system 226, the automatic brake prefill system 228, the low speedfollow system 230, the cruise control system 232, the collision warningsystem 234, the collision mitigation braking system 236, the auto cruisecontrol system 238, the lane departure warning system 240, the blindspot indicator system 242, the lane keep assist system 244, thenavigation system 248, the electronic power steering system 160, thevisual devices 166, the climate control system 250, the audio devices168, the electronic pretensioning system 254 and the tactile devices170, which are referred to collectively as the vehicle systems 172. Inother embodiments, the response system 5001 can include additionalvehicle systems. In still other embodiments, some of the systemsincluded in FIG. 78 may be optional. Moreover, in some cases, theresponse system 5001 may be further associated with various kinds ofmonitoring devices including any of the monitoring devices discussedabove (for example, optical devices, various types of position sensors,autonomic monitoring devices or systems, as well as any other devices orsystems).

The response system 5001 may also provisions for centralized control of,and/or communication between, various vehicle systems. In some cases,the response system 5001 can include a centralized control unit, such asan electronic control unit (ECU). In one embodiment, the response system5001 includes central ECU 5000, or simply ECU 5000. The ECU 5000 mayinclude a microprocessor, RAM, ROM, and software all serving to monitorand supervise components of the response system 5001 as well as anyother components of a motor vehicle. The output of various devices issent to the ECU 5000 where the device signals may be stored in anelectronic storage, such as RAM. Both current and electronically storedsignals may be processed by a central processing unit (CPU) inaccordance with software stored in an electronic memory, such as ROM.

The ECU 5000 may include a number of ports that facilitate the input andoutput of information and power. The term “port” as used throughout thisdetailed description and in the claims refers to any interface or sharedboundary between two conductors. In some cases, ports can facilitate theinsertion and removal of conductors. Examples of these types of portsinclude mechanical connectors. In other cases, ports are interfaces thatgenerally do not provide easy insertion or removal. Examples of thesetypes of ports include soldering or electron traces on circuit boards.

All of the following ports and provisions associated with the ECU 5000are optional. Some embodiments may include a given port or provision,while others may exclude it. The following description discloses many ofthe possible ports and provisions that can be used, however, it shouldbe kept in mind that not every port or provision must be used orincluded in a given embodiment.

In some cases, the ECU 5000 can include a port 5002, a port 5004, a port5006 and a port 5008 for transmitting signals to and/or receivingsignals from the electronic stability control system 222, the anti-lockbrake system 224, the brake assist system 226 and the automatic brakeprefill system 228, respectively. In some cases, the ECU 5000 caninclude a port 5010, a port 5012, a port 5014, a port 5016, a port 5018,a port 5020, a port 5022 and a port 5024 for transmitting signals toand/or receiving signals from the low speed follow system 230, thecruise control system 232, the collision warning system 234, thecollision mitigation braking system 236, the auto cruise control system238, the lane departure warning system 240, the blind spot indicatorsystem 242 and the lane keep assist system 244, respectively. In somecases, the ECU 5000 can include a port 5026, a port 5028, a port 5030, aport 5032, a port 5034, a port 5036 and a port 5038 for transmittingsignals to and/or receiving signals from the navigation system 248, theelectronic power steering system 160, the visual devices 166, theclimate control system 250, the audio devices 168, the electronicpretensioning system 254 and the tactile devices 170, respectively.

In some embodiments, the ECU 5000 may be configured to control one ormore of vehicle systems 172. For example, the ECU 5000 could receiveoutput from one or more vehicle systems 172, make control decisions, andprovide instructions to one or more vehicle systems 172. In such cases,the ECU 5000 may function as a central control unit. In other cases,however, the ECU 5000 could simply act as a relay for communicationbetween two or more of vehicle systems 172. In other words, in somecases, the ECU 5000 could passively transmit messages between two ormore of vehicle systems 172 without making any control decisions.

FIG. 79 illustrates an embodiment of a process for controlling one ormore vehicle systems in a motor vehicle. In some embodiments, some ofthe following steps could be accomplished by a response system 5001 of amotor vehicle. In some cases, some of the following steps may beaccomplished by an ECU 5000 of a motor vehicle. In other embodiments,some of the following steps could be accomplished by other components ofa motor vehicle, such as vehicle systems 172. In still otherembodiments, some of the following steps could be accomplished by anycombination of systems or components of the vehicle. It will beunderstood that in some embodiments one or more of the following stepsmay be optional. For purposes of reference, the following methoddiscusses components shown in FIG. 78, including the response system5001.

In step 6020, the ECU 5000 may communicate with one or more of vehiclesystems 172. In some cases, the ECU 5000 may receive various kinds ofinformation from vehicle systems 172 related to driving conditions,vehicle operating conditions, target vehicle or target objectinformation, hazard information, as well as any other information. Insome cases, each system of vehicle systems 172 may transmit differentkinds of information since each system may utilize different kinds ofinformation while operating. For example, the cruise control system 232may provide the ECU 5000 with information related to a current vehiclespeed. However, the electronic power steering system 160 may not monitorvehicle speed and therefore may not transmit vehicle speed informationto the ECU 5000. In some cases, some systems may send overlappinginformation. For example, the multiple systems of vehicle systems 172may transmit information gathered from remote sensing devices.Therefore, it will be understood that information received by the ECU5000 from a particular vehicle system may or may not be unique relativeto information received from other systems of vehicle systems 172.

In some cases, the ECU 5000 can receive driver behavior information(such as a level of drowsiness as characterized using a body stateindex). In some cases, driver behavior information could be receiveddirectly from vehicle systems 172. In other cases, driver behaviorinformation could be received from monitoring devices or systems asdiscussed above.

In step 6022, the ECU 5000 may evaluate potential hazards. In somecases, one or more vehicle systems 172 may transmit hazard informationto ECU 5000 that may characterize a given target vehicle, object ordriving situation as a hazard. In other cases, the ECU 5000 mayinterpret data provided by one or more vehicle systems 172 to determineif there are any potential hazards. In other words, the characterizationof a vehicle, object or driving situation as a hazard can beaccomplished within an individual vehicle system of vehicle systems 172and/or by the ECU 5000. In some cases, a target vehicle, object ordriving situation may be considered a hazard by one system but notanother. For example, information about a target vehicle travelingbeside the host vehicle may be used by the blind spot indicator system242 to categorize the target vehicle as a hazard, but using the sameinformation the low speed follow system 230 may not categorize thetarget vehicle as a hazard, since the low speed follow system 230 isprimarily concerned with other vehicles located in front of the hostvehicle.

In situations where the ECU 5000 determines that a potential hazardexists, the ECU 5000 may decide to modify the control of one or morevehicle systems 172 in response to the potential hazard at step 6024. Insome cases, the ECU 5000 may modify the control of one vehicle system.In other cases, the ECU 5000 may modify the control of two or morevehicle systems substantially simultaneously. In some cases, the ECU5000 may coordinate the modified operation of two or more vehiclesystems in order to enhance the response of a vehicle to a potentialhazard. For example, simultaneously modifying the operation of vehiclesystems that passively warn a driver of hazards and vehicle systems thatactively change some parameter of vehicle operation (such as speed,braking levels, deactivating cruise control, etc.) according to driverbehavior may provide a more robust response to hazards. Thisconfiguration allows the ECU 5000 to provide responses that supply justthe right level of assistance depending on the state of the driver.

In some embodiments, the ECU 5000 may maintain full control over allvehicle systems 172. In other embodiments, however, some vehicle systems172 may operate independently with some input or control from the ECU5000. In such cases, the ECU 5000 may receive information from systemsthat are already in a modified control mode, and may subsequently modifythe operation of additional vehicle systems to provide a coordinatedresponse to a potential hazard. Moreover, by analyzing the response ofsome vehicle systems, ECU 5000 can override automatic control of othervehicle systems in response to a hazard. For example if a first vehiclesystem detects a hazard, but a second vehicle system does not, the ECU5000 can instruct the second vehicle system to behave as though a hazardis present.

In embodiments where the ECU 5000 acts in a passive manner, ECU 5000 mayfunction to receive hazard warnings from one vehicle system and transmitthe hazard warnings to one or more additional vehicle systems 172. Withthis configuration, the ECU 5000 may distribute hazard warnings betweentwo or more of the vehicle systems 172 to enhance the operation of theresponse system 5001.

FIGS. 80-81 illustrate other embodiments of processes for controllingone or more vehicle systems in a motor vehicle. In some embodiments,some of the following steps could be accomplished by a response system5001 of the motor vehicle 101. In some cases, some of the followingsteps may be accomplished by an ECU 5000 of a motor vehicle. In otherembodiments, some of the following steps could be accomplished by othercomponents of a motor vehicle, such as vehicle systems 172. In stillother embodiments, some of the following steps could be accomplished byany combination of systems or components of the vehicle. It will beunderstood that in some embodiments one or more of the following stepsmay be optional. For purposes of reference, the following methoddiscusses components shown in FIG. 78, including the response system5001.

In step 6032, the ECU 5000 may receive information from one or more ofvehicle systems 172. This information can include sensed information aswell as information characterizing the operation of vehicle systems 172.For example, in some cases, the ECU 5000 could receive information fromelectronic stability control system 222 including wheel speedinformation, acceleration information, yaw rate information as well asother kinds of sensed information utilized by electronic stabilitycontrol system 222. Additionally, in some cases, the ECU 5000 couldreceive information related to the operating state of electronicstability control system 222. As an example, the ECU 5000 could receiveinformation indicating that the electronic stability control system 222is actively facilitating control of the vehicle by actuating one or morewheel brakes.

In some embodiments, the ECU 5000 may optionally receive driver behaviorinformation from one or more of the vehicle systems 172 during step6032. For example, one or more of the vehicle systems 172 may determinea body state index for a driver. In some cases, multiple differentsystems may send the ECU 5000 a body state index or other driverbehavior information. In other embodiments, the ECU 5000 can receivedriver behavior information directly from one or more monitoring devicesrather than receiving driver behavior information from one of vehiclesystems 172. In such cases, the ECU 5000 may be configured to determinea body state index according to the monitoring information. In stillother embodiments, driver behavior information can be received from thevehicle systems 172 as well as independently from one or more monitoringdevices.

In step 6034, the ECU 5000 may detect a potential hazard. In someembodiments, a hazard can be detected through information provided byone or more vehicle systems 172. As an example, the ECU 5000 may receiveinformation from the blind spot indicator system 242 indicating that atarget vehicle is traveling in the blind spot of the host vehicle. Inthis situation, the ECU 5000 may identify the target vehicle as apotential hazard. As another example, the ECU 5000 could receiveinformation from collision warning system 234 indicating that a targetvehicle may be traveling through an intersection approximatelysimultaneously with the host vehicle. In this situation, the ECU 5000may identify the target vehicle as a potential hazard. It will beunderstood that a target vehicle or object could be designated as apotential hazard by one or more of vehicle systems 172 or by the ECU5000. In other words, in some cases, a vehicle system determines that anobject is a potential hazard and sends this information to the ECU 5000.In other cases, the ECU 5000 receives information about a target objectfrom a vehicle system and determines if the object should be identifiedas a potential hazard.

After identifying a potential hazard, in step 6036, the ECU 5000 maydetermine a risk level for the potential hazard. In other words, in step6036, the ECU 5000 determines how much of a risk a potential hazardposes. This step allows the ECU 5000 to make control decisions aboutpotential hazards that pose the greatest risk and may reduce thelikelihood of the ECU 5000 modifying operation of one or more vehiclesystems in response to a target vehicle, object or driving situationthat does not pose much of a risk to a vehicle. Details of a method ofdetermining a risk level for a potential hazard are discussed below andshown in FIG. 81, which provides several possible sub-steps associatedwith step 6036.

The risk level determined in step 6036 could be characterized in anymanner. In some cases, the risk level could be characterized by a rangeof numeric values (for example, 1 to 10, with 1 being the lowest riskand 10 being the highest risk). In some cases, the risk level could becharacterized as either “high risk” or “low risk”. In still other cases,the risk level could be characterized in any other manner.

In step 6038, the ECU 5000 determines if the risk level associated witha potential hazard is high. In some cases, the ECU 5000 determines ifthe risk level is high based on a predetermined risk level. For example,in situations where a 1 to 10 risk level scale is used, thepredetermined risk level could be 8, so that any hazard having a risklevel at 8 or above is identified to have a high risk level. In othercases, the ECU 5000 could use any other method to determine if the risklevel identified during step 6036 is high enough to require furtheraction.

If the risk level is not high, the ECU 5000 returns to step 6032.Otherwise, the ECU 5000 proceeds to step 6040. In step 6040, the ECU5000 may select one or more of the vehicle systems 172 to be modified inresponse to a potential hazard. In some cases, the ECU 5000 could selecta single vehicle system. In other cases, the ECU 5000 could select twoor more vehicle systems. Moreover, as discussed in further detail below,the ECU 5000 may coordinate the operation of two different vehiclesystems of the vehicle systems 172, so that each system is modified inan appropriate manner to enhance the ability of a drowsy driver tomaintain good control of a vehicle. This allows some systems to enhancethe operation and control of other systems.

In step 6042, the ECU 5000 may determine the type of modified controlfor each system selected in step 6040. In some cases, the ECU 5000 mayuse the body state index of a driver to determine the control type. Forexample, as seen in FIG. 80, the ECU 5000 may use the body state indexdetermined in step 6050 to select a control type. An example of variouscontrol type settings according to the body state index is shown in theform of lookup table 6070. For example, when the body state index is 1or 2, the control type may be set to “no control”. In these situations,the ECU 5000 may not adjust the operation of any of vehicle systems 172.When the body state index of the driver is 3, which may indicate thatthe driver is somewhat drowsy, the ECU 5000 may set the control of oneor more of the vehicle systems 172 to “partial control”. In the partialcontrol mode, the control of one or more vehicle systems 172 may beslightly modified to help enhance drivability. When the body state indexof the driver is 4, which may indicate that the driver is very drowsy oreven asleep, the ECU 5000 may set the control of one or more of thevehicle systems 172 to “full control”. In the “full control” mode, theECU 5000 may substantially modify the control of one or more of thevehicle systems 172. Using this arrangement, a vehicle system may beconfigured to provide additional assistance to a driver when the driveris very drowsy, some assistance when the driver is somewhat drowsy, andlittle to no assistance when the driver is relatively alert (notdrowsy). In step 6044, the ECU 5000 may modify the control of one ormore selected systems of the vehicle systems 172. In some cases, avehicle system may be controlled according to the control typedetermined during step 6042.

FIG. 81 illustrates one embodiment of a process for determining the risklevel for a potential hazard. It will be understood that this method isonly intended to be exemplary and in other embodiments any other methodcould be used to evaluate the risk level for a potential hazard. In step6102, the ECU 5000 may determine the relative distance between thepotential hazard and the host vehicle. In some cases, the ECU 5000 candetermine the relative distance between the host vehicle and the hazardusing a remote sensing device, including radar, lidar, cameras as wellas any other remote sensing devices. In other cases, the ECU 5000 coulduse GPS information for the host vehicle and the hazard to calculate arelative distance. For example, the GPS position of the host vehicle canbe received using a GPS receiver within the host vehicle. In situationswhere the hazard is another vehicle, GPS information for the hazardcould be obtained using a vehicle communication network or other systemfor receiving remote vehicle information.

Next, in step 6104, the ECU 5000 may determine the host vehicletrajectory relative to the hazard. In step 6106, the ECU 5000 maydetermine the hazard trajectory relative to the host vehicle. In somecases, these trajectories can be estimated using remote sensing devices.In other cases, these trajectories can be estimated from real-time GPSposition information. In still other cases, any other methods fordetermining trajectories for a host vehicle and a hazard (such as aremote vehicle) could be used.

By determining the relative distances as well as relative trajectoriesof the host vehicle and hazard, the ECU 5000 can determine theprobability that the host vehicle will encounter the hazard. Inparticular, using the relative distance as well as trajectoryinformation, the ECU 5000 can estimate the probability that the hostvehicle and the hazard may eventually collide. In step 6108, the ECU5000 may determine the risk level for the hazard, which is an indicatorof the likelihood that the host vehicle will encounter the hazard. Insome cases, the ECU 5000 classifies the potential hazard as presenting ahigh risk or a low risk to the host vehicle.

A response system can include provisions for allowing different vehiclesystems to communicate directly with one another. In some cases, one ormore vehicle systems could be networked to one another. In some cases,one vehicle system can transmit information and/or instructions directlyto another vehicle system in order to coordinate the operation of thevehicle systems in response to driver behavior.

FIG. 82 illustrates a schematic view of an embodiment of the firstvehicle system 6202 and the second vehicle system 6204, which are incommunication via network 6206. Generally, network 6206 may be any kindof network known in the art. Examples of different kinds of networksinclude, but are not limited to: local area networks, wide areanetworks, personal area networks, controller area networks as well asany other kinds of networks. In some cases, network 6206 may be a wirednetwork. In other cases, network 6206 may be a wireless network.

For purposes of clarity, only two vehicle systems are shown connected toone another using a network. However, in other cases, any other numberof vehicle systems could be connected using one or more networks. Forexample, in some embodiments, some or all of the vehicle systems 172,shown in FIG. 78, could be connected through a network. In such asituation, each vehicle system of the vehicle systems 172 may functionas a node within the network. Moreover, using a networked configurationallows hazard information to be shared between each system of thevehicle systems 172. In some cases, a vehicle system can be configuredto control another vehicle system by transmitting instructions over anetwork.

FIG. 83 illustrates an embodiment of a process for controlling one ormore vehicle systems in response to potential hazards in situationswhere the vehicle systems may be in direct communication with oneanother, such as through a network. In some cases, certain steps of theprocess are associated with a first vehicle system 6202 and certainsteps are associated with a second vehicle system 6204. In some cases,steps associated with the first vehicle system 6202 are performed by thefirst vehicle system 6202 and steps associated with the second vehiclesystem 6204 are performed by the second vehicle system 6204. However, inother cases, some steps associated with the first vehicle system 6202can be performed by the second vehicle system 6204 or some otherresource. Likewise, in other cases, some steps associated with secondvehicle system 6204 can be performed by the first vehicle system 6202 orsome other resource. In still other embodiments, some of the followingsteps could be accomplished by any combination of systems or componentsof the vehicle. It will be understood that in some embodiments one ormore of the following steps may be optional.

In step 6302, the first vehicle system 6202 may receive operatinginformation. This information can include any kind of informationincluding sensed information as well as information characterizing theoperation of vehicle systems 172. In one embodiment, the first vehiclesystem 6202 receives operating information required for the normaloperation of the first vehicle system 6202. For example, in anembodiment where the first vehicle system 6202 is a blind spot indicatorsystem 242, the first vehicle system 6202 could receive information froma camera monitoring the blind spot region beside the vehicle,information about any tracked objects within or near the blind spotregion, current vehicle speed, as well as any other information used tooperate blind spot indicator system 242.

In step 6304 the first vehicle system 6202 may determine the body stateindex of a driver. This information could be determined according tovarious monitoring information received from one or monitoring devices,such as cameras, position sensors (such as head position sensors)autonomic monitoring systems or any other devices. In some cases, thebody state index could also be determined using information from avehicle system. For example, a system could determine that a driver isdrowsy by monitoring outputs from a lane departure warning system, aspreviously discussed.

In step 6306, the first vehicle system 6202 may detect a potentialhazard. In some embodiments, a hazard can be detected throughinformation provided to the first vehicle system 6202. For example, inthe case where the first vehicle system 6202 is an auto cruise controlsystem, the first vehicle system 6202 may be configured to receiveheadway distance information through a camera, lidar, radar or otherremote sensing device. In such cases, the first vehicle system 6202 candetect remote objects, such as a vehicle, using similar remote sensingtechniques. In other cases, a hazard can be detected through informationprovided by any other vehicle systems of the vehicle.

After identifying a potential hazard, in step 6308, the first vehiclesystem 6202 may determine a risk level for the potential hazard. Inother words, in step 6308, the first vehicle system 6202 determines howmuch of a risk a potential hazard poses. This step allows the firstvehicle system 6202 to make control decisions about potential hazardsthat pose the greatest risk and may reduce the likelihood that theoperation of the first vehicle system 6202 will be modified in responseto a target vehicle, object or driving situation that does not pose muchof a risk to a vehicle. Details of a method of determining a risk levelfor a potential hazard have been discussed previously.

In step 6310, the first vehicle system 6202 determines if the risk levelassociated with a potential hazard is high. In some cases, the firstvehicle system 6202 determines if the risk level is high based on apredetermined risk level. For example, in situations where a 1 to 10risk level scale is used, the predetermined risk level could be 8, sothat any hazard having a risk level at 8 or above is identified to havea high risk level. In other cases, the first vehicle system 6202 coulduse any other method to determine if the risk level identified duringstep 6308 is high enough to require further action.

If the risk level is high, the first vehicle system 6202 proceeds tostep 6312. Otherwise, the first vehicle system 6202 returns to step6302. In step 6312, the control of the first vehicle system 6202 may bemodified according to the current body state index. In step 6314, thefirst vehicle system 6202 determines if the second vehicle system 6204should be informed of the potential hazard detected by the first vehiclesystem 6202. In some cases, the second vehicle system 6204 may beinformed of any hazards encountered by the first vehicle system 6202. Inother cases, however, one or more criteria could be used to determine ifthe second vehicle system 6204 should be notified of a potential hazarddetected by the first vehicle system 6202. In embodiments where multiplevehicle systems are in communication with one another, a vehicle systemdetecting a hazard could send information warning all the other vehiclesystems of the hazard.

In step 6316, the first vehicle system 6202 checks to see if the secondvehicle system 6204 should be informed of the potential hazard. Ifsecond vehicle system should not be informed, the first vehicle system6202 returns to step 6302. Otherwise, the first vehicle system 6202proceeds to step 6318 where information is submitted to the secondvehicle system 6204. In some cases, the submitted information includes awarning and/or instructions for the second vehicle system 6204 to checkfor a potential hazard.

In step 6320, the second vehicle system 6204 receives information fromthe first vehicle system 6202. This information can include informationrelated to the potential hazard as well as any other information. Insome instances, the information may include instructions or a requestfor the second vehicle system 6204 to check for any potential hazards.In some cases, the information can include operating information relatedto the first vehicle system 6202. Next, in step 6322, the second vehiclesystem 6204 may retrieve operating information. This operatinginformation could include any type of information used during theoperation of the second vehicle system 6204, as well as operatinginformation from any other system or device of the motor vehicle.

In step 6324, the second vehicle system 6204 may check for potentialhazards as advised or instructed by the first vehicle system 6202. Then,in step 6326, the second vehicle system 6204 may determine the risklevel for the potential hazard using methods similar to those used bythe first vehicle system 6202 during step 6308. In step 6328, the secondvehicle system 6204 may determine if the risk level is high. If not, thesecond vehicle system 6204 returns to step 6322. Otherwise, the secondvehicle system 6204 proceeds to step 6330.

In step 6330, the body state index of the driver may be determined. Thiscan be determined using any of the methods described above. Moreover, insome cases, the body state index may be retrieved directly from thefirst vehicle system 6202. In step 6332, the control of second vehiclesystem 6332 is modified according to the body state index. This methodmay facilitate better system response to a hazard by coordinating theoperation of multiple vehicle systems and modifying the operation ofeach system according to the body state index.

Exemplary Operational Response and Intra-Vehicle Communication of One orMore Vehicle Systems

The following are examples of operational response and communication ofone or more vehicle systems. It is to be appreciated that other vehiclesystems (e.g., vehicle systems 172 of FIG. 1) not discussed herein canbe configured to communicate information (e.g., vehicle information,driver behavior) with one or more other vehicle systems and modifyvehicle system parameters based on the information. Although driverbehavior information is discussed with reference to drowsiness, itshould be understood that any driver behavior could be assessed,including but not limited to drowsy behavior, distracted behavior,stressed behavior, impaired behavior and/or generally inattentivebehavior.

FIGS. 84 through 87 illustrate schematic views of various operatingmodes of the blind spot indicator system 242 (FIG. 2) and the electronicpower steering system 160 (FIG. 2). In this embodiment, the motorvehicle 100 is traveling on a roadway 6420. The blind spot indicatorsystem 242 may be used to monitor any objects traveling within a blindspot monitoring zone 6422. For example, in the current embodiment, theblind spot indicator system 242 may determine that no object is insideof the blind spot monitoring zone 6422. In particular, a target vehicle6424 is just outside of the blind spot monitoring zone 6422. In thiscase, no alert is sent to the driver.

In FIG. 85, to change lanes, a driver 6430 may turn a wheel 6432. Inthis situation, with a driver 6430 fully alert, the blind spotmonitoring zone 6422 has a default size appropriate to the amount ofawareness of an alert driver. Since the target vehicle 6424 is notinside the blind spot monitoring zone 6422, no warnings are generatedand the driver 6430 has complete freedom to steer the motor vehicle 100into the adjacent lane.

Referring now to FIGS. 86 and 87, as the driver 6430 becomes drowsy, asshown schematically in FIGS. 86 and 87, the size of the blind spotmonitoring zone 6422 is increased. At this point, the target vehicle6424 is now in the enlarged monitoring zone 6422, which results in awarning 6440 generated by the blind spot indicator system 242. Moreover,as seen in FIG. 87, to prevent the user from turning into the adjacentlane and potentially colliding with the target vehicle 6424, theelectronic power steering system 160 may generate a counter torque 6450to prevent the driver 6430 from turning the wheel 6432. This countertorque 6450 may be provided at a level to match the torque applied bythe driver 6430, in an opposing direction, so that the net torque on thewheel 6432 is approximately zero. This helps keep the motor vehicle 100from entering the adjacent lane when a target vehicle is traveling inthe blind spot of the driver 6430. In some cases, the warning indicator6460 may also be activated to inform a driver that vehicle control hasbeen modified by one or more vehicle systems. Using this arrangement,the blind spot indicator system 242 and the electronic power steeringsystem 160 may operate in a coordinated manner to warn a driver of ahazard and further control the vehicle to help avoid a potentialcollision.

FIG. 88 illustrates an embodiment of a process of operating a blind spotindicator system and an electronic power steering system in response todriver behavior. In some embodiments, some of the following steps couldbe accomplished by a response system 5001 of a motor vehicle. In somecases, some of the following steps may be accomplished by an ECU 5000 ofa motor vehicle. In other embodiments, some of the following steps couldbe accomplished by other components of a motor vehicle, such as vehiclesystems 172. In still other embodiments, some of the following stepscould be accomplished by any combination of systems or components of thevehicle. It will be understood that in some embodiments one or more ofthe following steps may be optional. For purposes of reference, thefollowing method discusses components shown in FIG. 78.

In step 6502, the ECU 5000 may receive object information. The objectcould be a vehicle or any other object that can be tracked. In somecases, for example, the object could be pedestrian or biker. In step6504, ECU 5000 may detect a potential hazard. Next, in step 6506, theECU 5000 may determine if the object poses a hazard. A method ofdetermining if an object poses a hazard for a vehicle has been discussedabove and shown in FIGS. 66 and 67. In particular, step 4420, step 4422,step 4424 and step 4426 of FIG. 66 as well as each of the steps shown inFIG. 67, provide an exemplary method to determine if the object poses ahazard. In some cases, the step of determining if the object poses ahazard includes checking the body state index of a driver as discussedand shown in FIGS. 66 and 67.

In step 6508, the ECU 5000 may determine the warning type, frequency andintensity of an alert to warn the driver. In some cases, determining thewarning type, frequency and intensity may proceed in a similar manner tostep 4428 and step 4430 of FIG. 66. Next, the ECU 5000 may activate ablind sport warning indicator in step 6510, to alert a driver of apotential hazard.

In step 6512, the ECU 5000 determines if the object is still inside theblind spot monitoring zone. This step allows for the possibility that adriver has observed the blind spot warning indicator and adjusted thevehicle so that there is no long an object in the blind spot.

If there is no longer an object in the blind spot monitoring zone, ECU5000 may return to step 6502. Otherwise, the ECU 5000 may proceed tostep 6514. In step 6514, the ECU 5000 determines the trajectory of thetracked object. The trajectory of the object can be determined using anymethods including remote sensing as well as GPS based methods.

In step 6516, the ECU 5000 determines the relative distance between themotor vehicle and the tracked object. In step 6518, the ECU 5000determines if a crash is likely between the vehicle and the trackedobject. If not, the ECU 5000 returns to step 6512 to continue monitoringthe tracked object. Otherwise, the ECU 5000 proceeds to step 6520 todetermine the type of power steering control to be used to help preventthe driver from changing lanes.

In parallel with step 6520, the ECU 5000 may determine body state index6526 and use look-up table 6528 to select the appropriate type ofcontrol. For example, if the body state index is 1 or 2, meaning thedriver is relatively alert, no control is performed since it is assumeda driver will be aware of the potential threat posed by the object. Ifthe body state index has a value of 3, meaning the driver is somewhatdrowsy, some partial steering feedback is provided to help resist anyattempt by the user to turn the vehicle into the adjacent lane with thetracked object. If the body state index has a value of 4, meaning thedriver is very drowsy, full steering feedback is provided tosubstantially prevent the driver from moving into the adjacent lane.

After the power steering control type has been selected, the ECU 5000may control the power steering system accordingly in step 6522. In somecases, at step 6524, the ECU 5000 may also activate a control warning toalert the driver that one or more vehicle systems are assisting withvehicle control.

FIG. 89 illustrates a schematic view of a further operating mode of theblind spot indicator system 242 and a brake control system. It should beunderstood that the brake control system can be any vehicle system withbraking functions controlled by the ECU 5000. For example, the brakecontrol system can include, but is not limited to, an electronicstability control system 222, an anti lock brake system 224, a brakeassist system 226, an automatic brake prefill system 228, a low speedfollow system 230, a collision warning system 234, a collisionmitigation braking system 236 or an auto cruise control system 238.

In the illustrated embodiment, the blind spot indicator system 242includes provisions for cross-traffic alert, as is known in the art,that detects objects in the blind spot during normal driving and objectsapproaching from the sides of the vehicle (i.e., cross-traffic) when thevehicle is moving forward or reverse direction. For exemplary purposes,FIGS. 89 and 90 will be described with reference to cross-traffic whenthe vehicle is in a reverse gear (i.e., when reversing out of a parkingspot). However, it is appreciated that the systems and methods describedherein can also be applicable to cross-traffic in front of the vehiclewhen the vehicle is moving in a forward direction.

Referring now to FIG. 89, the motor vehicle 100 is illustrated in aparking situation 7420 where the blind spot indicator system 242 and thebrake control system, alone or in combination, can be used to improve across-traffic alert process. The blind spot monitoring system 242 isused to monitor any objects, for example, a first target vehicle 7424and/or a second target vehicle 7426, traveling (i.e., approaching fromthe sides of the vehicle 100) within a blind spot monitoring zone 7422.As discussed above, it is understood that the blind spot monitoring zone7422 can also be located in front of the vehicle 100 for monitoringobjects approaching from the sides of the vehicle 100 when the vehicle100 in a forward direction. It is appreciated that the blind spotindicator system 242 can also include the functions described above withrespect to FIGS. 84-87. For example, the blind spot monitoring zone 7422can increase or decrease in size based on the amount of awareness of adriver of the vehicle 100. Moreover, it is appreciated that the vehicle100 may be traveling in reverse or forward at an angle (e.g., a parkingangle) rather than a 90 degree angle as shown in FIG. 89.

FIG. 90 illustrates an embodiment of a process of operating a blind spotindicator system including cross-traffic alert with a brake controlsystem. In some embodiments, some of the following steps could beaccomplished by a response system 5001 of a motor vehicle. In somecases, some of the following steps may be accomplished by an ECU 5000 ofa motor vehicle. In other embodiments, some of the following steps couldbe accomplished by other components of a motor vehicle, such as vehiclesystems 172. In still other embodiments, some of the following stepscould be accomplished by any combination of systems or components of thevehicle. It will be understood that in some embodiments one or more ofthe following steps may be optional. For purposes of reference, thefollowing method discusses components shown in FIG. 78.

In step 7502, the ECU 5000 may receive object information. The objectcould be a vehicle or any other object that can be tracked. In somecases, for example, the object could also be pedestrian or biker. Withregards to a cross-traffic alert system, the object may be a vehicle(i.e., a first and second target vehicle 7424, 7426) in the potentialpath of a vehicle put in reverse gear. In step 7504, ECU 5000 may detecta potential hazard. Next, in step 7506, the ECU 5000 may determine ifthe object poses a hazard. A method of determining if an object poses ahazard for a vehicle has been discussed above and shown in FIGS. 66 and67. In particular, step 4420, step 4422, step 4424 and step 4426 of FIG.66 as well as each of the steps shown in FIG. 67, provide an exemplarymethod to determine if the object poses a hazard. In some cases, thestep of determining if the object poses a hazard includes checking thebody state index of a driver as discussed and shown in FIGS. 66 and 67.

In step 7508, the ECU 5000 may determine the warning type, frequency andintensity of an alert to warn the driver. In some cases, determining thewarning type, frequency and intensity may proceed in a similar manner tostep 4428 and step 4430 of FIG. 66. Next, the ECU 5000 may activate ablind sport warning indicator in step 7510, to alert a driver of apotential hazard.

In step 7512, the ECU 5000 determines if the object is still inside theblind spot monitoring zone. This step allows for the possibility that adriver has observed the blind spot warning indicator and adjusted thevehicle so that there is no long an object in the blind spot.

If there is no longer an object in the blind spot monitoring zone, ECU5000 may return to step 7502. Otherwise, the ECU 5000 may proceed tostep 7514. In step 7514, the ECU 5000 determines the trajectory of thetracked object. The trajectory of the object can be determined using anymethods including remote sensing as well as GPS based methods. Thetrajectory can also be based on a parking angle relative to the vehicleand the object, when the vehicle is put in a reverse gear and is nottravelling at a 90 degree angle.

In step 7516, the ECU 5000 determines the relative distance between themotor vehicle and the tracked object. In step 7518, the ECU 5000determines if a crash is likely between the vehicle and the trackedobject. If not, the ECU 5000 returns to step 7512 to continue monitoringthe tracked object. Otherwise, the ECU 5000 proceeds to step 7520 todetermine the type of brake control to be used to help prevent thedriver from collision with the tracked object.

In parallel with step 7520, the ECU 5000 may determine body state index7526 and use look-up table 7528 to select the appropriate type of brakecontrol. For example, if the body state index is 1 or 2, meaning thedriver is relatively alert, no control is performed since it is assumeda driver will be aware of the potential threat posed by the object. Ifthe body state index has a value of 3, meaning the driver is somewhatdrowsy, some partial brake control is provided to assist the driver. Ifthe body state index has a value of 4, meaning the driver is verydrowsy, full brake control provided to substantially prevent the driverfrom moving into the cross-traffic. Brake control can include, but isnot limited to, increasing or decreasing breaking pressure, orpre-charging or pre-filling the brakes.

After the brake control type has been selected, the ECU 5000 may controlthe brake control system accordingly in step 7522. In some cases, atstep 7524, the ECU 5000 may also activate a control warning to alert thedriver that one or more vehicle systems are assisting with vehiclecontrol.

While various embodiments have been described, the description isintended to be exemplary, rather than limiting and it will be apparentto those of ordinary skill in the art that many more embodiments andimplementations are possible that are within the scope of theembodiments. Accordingly, the embodiments are not to be restrictedexcept in light of the attached claims and their equivalents. Also,various modifications and changes may be made within the scope of theattached claims.

What is claimed is:
 1. A method of controlling vehicle systems in amotor vehicle, comprising: receiving monitoring information from aresponse system, the monitoring information including information abouta rotation direction of a head of a driver with respect to the driverand the vehicle; determining a body state index based on the monitoringinformation; detecting a first hazard based on information received froma blind spot monitoring system; detecting a second hazard based on thefirst hazard and information received from a lane keep assist system;and controlling an electronic power steering system based on the bodystate index, the second hazard and the rotation direction of the head ofthe driver.
 2. The method according to claim 1, wherein detecting thefirst hazard further includes detecting a target vehicle in a blind spotmonitoring zone of the vehicle based on the information received fromthe blind spot monitoring system.
 3. The method according to claim 2,wherein detecting the second hazard further includes detecting a lanedeviation and a trajectory of the vehicle towards the lane deviationbased on information received from the lane keep assist system, whereinthe trajectory is toward the target vehicle in the blind spot monitoringzone.
 4. The method according to claim 3, wherein controlling theelectronic power steering system includes controlling a counter torqueof the electronic power steering in an opposing direction of the lanedeviation and at a level based on the rotation direction of the head ofthe driver relative to a direction of the lane deviation.
 5. The methodaccording to claim 4, wherein controlling the electronic power steeringsystem includes controlling the counter torque at a level as a functionof the rotation direction of the head relative to the direction of thelane deviation.
 6. The method according to claim 5, wherein the countertorque increases as a relative distance increases between the rotationdirection of the head and the direction of the lane deviation.
 7. Themethod according to claim 5, wherein controlling the electronic powersteering system includes overriding control of the counter torque inresponse to information from a third vehicle system indicating a thirdhazard does not exist.
 8. A method of controlling vehicle systems in amotor vehicle, comprising: detecting a first hazard based on informationreceived from a blind spot monitoring system; detecting a second hazardbased on the first hazard and information received from a lane keepassist system; determining a body state index based on a rotationdirection of a head of a driver, a degree of the rotation direction, andthe second hazard, wherein the rotation direction is received asmonitoring information from a response system; and controlling anelectronic power steering system based on the body state index and thesecond hazard.
 9. The method according to claim 8, wherein detecting thefirst hazard further includes detecting a target vehicle in a blind spotmonitoring zone of the vehicle based on the information received fromthe blind spot monitoring system.
 10. The method according to claim 9,wherein detecting the second hazard further includes receiving atrajectory of the vehicle towards a lane deviation based on theinformation received from the lane keep assist system and determining ifa direction of the trajectory is toward the target vehicle in the blindspot monitoring zone.
 11. The method according claim 10, whereindetermining the body state index further includes determining the degreeof the rotation direction relative to the direction of the trajectory.12. The method according to claim 11, wherein the body state indexincreases as the degree of the rotation increases.
 13. The methodaccording to claim 8, wherein determining the body state index furtherincludes determining the degree of the rotation direction relative to adirection of a lane deviation received from the lane keep assist system.14. The method according to claim 13, wherein the body state index isincreased as a function of the degree of the rotation direction.
 15. Amethod of controlling vehicle systems in a motor vehicle, comprising:receiving monitoring information from a response system, the monitoringinformation including information about a rotation direction of a headof a driver with respect to the driver and the vehicle; determining abody state index based on the monitoring information; detecting a firsthazard based on information from a blind spot monitoring system; upondetecting the first hazard, detecting a second hazard based on theinformation from the blind spot monitoring system and information from alane keep assist system; and upon detecting the second hazard, modifyingcontrol of an electronic power steering system based on the body stateindex and the information from the lane keep assist system.
 16. Themethod according to claim 15, wherein the second hazard includes a lanedeviation wherein a direction of the lane deviation is towards a targetvehicle in a blind spot monitoring zone based on the information fromthe blind spot monitoring system and the information from the lane keepassist system.
 17. The method according to claim 16, wherein modifyingcontrol of the electronic power steering system further includesmodifying a control type of the electronic power steering system as afunction of the rotation direction of the head of the driver relative tothe direction of the lane deviation.
 18. The method according to claim15, further including checking for a third hazard, the third hazardbased on information from a third vehicle system.
 19. The methodaccording to claim 18, wherein modifying the electronic power steeringsystem further includes overriding control of the electronic powersteering system in response to determining the third hazard does notexist.
 20. The method according to claim 15, wherein the rotationdirection of the head with respect to the driver and the vehicleincludes a rotation direction towards the left with respect to a forwarddirection of the vehicle, a rotation direction towards the right withrespect to the forward direction of the vehicle, a rotation directiontowards the back with respect to the forward direction of the vehicleand a rotation direction forward with respect to the forward directionof the vehicle.
 21. The method according to claim 20, wherein modifyingthe electronic power steering system further includes modifying acontrol type of the electronic power steering system as a function ofthe rotation direction and information from the lane keep assist system.